### AMENDMENT No. 33

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

The amendment to Annex 6, Part I, contained in this document was adopted by

the Council of ICAO on 2 March 2009 . Such parts of this amendment as have not been disapproved by more than half of the total number of Contracting

States on or before 20 July 2009 will become effective on that date and will become applicable on 19 November 2009 and 18 November 2010 as specified in the Resolution of Adoption. (State letter AN 11/1.3.22 – 09/18 refers.)



### MARCH 2009

INTERNATIONAL CIVIL AVIATION ORGANIZATION

###      AMENDMENT 33 TO THE INTERNATIONAL STANDARDS AND

RECOMMENDED PRACTICES

OPERATION OF AIRCRAFT — INTERNATIONAL COMMERCIAL

AIR TRANSPORT — AEROPLANES

RESOLUTION OF ADOPTION

The Council

Acting in accordance with the Convention on Interna tional Civil Aviation, and particularly with the provisions of Articles 37, 54 and 90 thereof,

1. Hereby adopts on 2 March 2009 Amendment 33 to the International Standards and

Recommended Practices contained in the document entitled International Standards and Recommended Practices, Operation of Aircraft, International Commercial Air Transport — Aeroplanes which for convenience is designated Annex 6, Part I to the Convention;

2. Prescribes 20 July 2009 as the date upon whic h the said amendm ent shall become effective, except for any part thereof in respect of which a majority of the Contracting States have registered their disapproval with the Council before that date;

3. Resolves that the said amendment or such parts thereof as have become effective shall become applicable on 19 November 2009 1 ;

4. Requests the Secretary General :

a) to notify each Contracting State immediately of the above action and immediately after 20 July 2009 of those parts of the amendment which have become effective;

b) to request each Contracting State:

1) to notify the Organization (in accorda nce with the obligation imposed by Article 38 of the Convention) of the differences that will exist on

19 November 2009 1 between its nationa l regulations or practices and the provisions of the Standards in the Annex as hereby amended, such

notification to be made before 19 October 2009 2 , and thereafter to notify the Organization of any further differences that arise;

2) to notify the Organization before 19 October 2009 2 of the date or dates by which it will have complied with the provisions of the Standards in the Annex as hereby amended;

c) to invite each Contracting State to no tify additionally any differences between its own practices and those established by the Recommended Practices, when the notification of such differences is important for the safety of air navigation, following the procedure specified in subparagraph b) above with respect to
differences from Standards.



### — — — — — — — —

1 18 November 2010 for paragraphs 3.3. 1 to 3.3.4 and 8.7.3.1 to 8.7.3.4.

2 18 October 2010 for paragraphs 3.3.1 to 3.3.4 and 8.7.3.1 to 8.7.3.4.2

NOTES ON THE PRESENTATION OF THE AMENDMENT TO ANNEX 6, PART I

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:

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

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

3. 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 text3

TEXT OF AMENDMENT 33 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

. . .

CHAPTER 1. DEFINITIONS



### Editorial Note.— Text applicable from 19 November 2009.

. . .

Accelerate-stop distance available (ASDA) . The length of the take-off ru n available plus the length of stopway, if provided.

. . .

Approach and landing operations using instrument approach procedures. Instrument approach and landing operations are classified as follows:

. . .

Categories of precision approach and landing operations:

Category I (CAT I) operation. A precision instrument approach and landing with:

a) a decision height not lower than 60 m (200 ft); and

b) with either a visibility not less than 800 m or a runway visual range not less than

550 m.

Category II (CAT II) operation. A precision instrument approach and landing with:

a) a decision height lower than 60 m (200 ft), but not lower than 30 m (100 ft), ; and

b) a runway visual range not less than 350 m 300 m.

Category IIIA (CAT IIIA) operation. A precision instrument approach and landing with:

a) a decision height lower than 30 m (100 ft) or no decision height; and

b) a runway visual range not less than 200 m 175 m.

Category IIIB (CAT IIIB) operation. A precision instrument approach and landing with:4

a) a decision height lower than 15 m (50 ft), or no decision height; and

b) a runway visual range less than 200 m 175 m but not less than 50 m.

. . .

Duty. Any task that flight or cabin crew members are required by the operator to perform, including, for example, flight duty, administrative work, trai ning, positioning and standby when it is likely to induce fatigue.

Duty period

. A period which starts when flight or cabin crew members are required by an operator to report for or to commence a duty and ends when that person is free from all duties.

. . .

Fatigue . A physiological state of reduced mental or physical performance capability resulting from sleep loss or extended wakefulness and/or physical activity that can impair a crew member’s alertness and ability to safely operate an aircraft or perform safety related duties.

. . .

Flight duty period. The total time from the moment a flight crew member commences duty, immediately subsequent to a rest period and prior to making a flight or a series of flights, to the moment the flight crew member is relieved of a ll duties having completed such flight or series of flights . A period which commences when a flight or cabin crew member is required to report for duty that includes a flight or a series of flig hts and which finishes when the aeroplane finally comes to rest and the engines are shut down at the end of the last flight on which he/she is a crew

member.

. . .

Landing distance available (LDA)

. The length of runway which is declared available and suitable for the ground run of an aeroplane landing.

. . .

Navigation specification . A set of aircraft and flight cr ew requirements needed to support performance-based navigation operations within a defined airspace. There are two kinds of navigation specifications:

Required navigation performance (RNP) specification. A navigation specification based on area navigation that includes the requirement for performance monitoring and alerting, designated by the prefix RNP, e.g. RNP 4, RNP APCH.

Area navigation (RNAV) specification. A navigation specification based on area navigation that does not include the requirement for performance monitoring and alerting, designated by the prefix RNAV, e.g. RNAV 5, RNAV 1.

Note 1.— The Performance-based Navigation (PBN) Manual (Doc 9613), Volume II, contains detailed guidance on navigation specifications.

Note 2.— The term RNP as previously defined as “a statement of the navigation performance, necessary for operation within a defined airspace”, has been removed from this Annex as the concept of RNP has been overtaken by the concept of PBN. Th e term RNP in this Annex is now solely used in context of navigation spec ifications that require performance mo nitoring and alerting. E.g. RNP 4 refers to the aircraft and opera ting requirements, including a 4 NM lateral performance with on5

board performance monitoring and alerting that are detailed in the PBN Manual (Doc 9613).

. . .

Rest period. Any period of time on the g round during which a flight crew member is relieved of all duties by the operator. A continuous and defined period of time, subsequent to and/or prior to duty, during which flight or cabin crew members are free of all duties.

. . . CHAPTER 4. FLIGHT OPERATIONS

. . . 4.2.11 Crew

. . .

4.2.11.2 Flight time, flight duty periods and rest periods

. Fatigue management. An operator

shall formulate rules to limit establish flight time and flight duty periods and for the provision of adequate rest periods for limitations and a rest scheme that enable it to manage the fatigue of all its flight and cabin crew members. These rules shall be in accordance This scheme shall comply with the regulations established by the State of the Operator, or approved by that State, and shall be included in the operations manual.

Note.— Guidance on the establishment of limitations is given in Attachment A.

4.2.11.3 Should variations from the fatigue regul ations become necessar y, an Operator shall establish a means, acceptable to the State of the Op erator, to permit such variations. Any variations shall provide an equivalent level of safety.

Note.— It is acknowledged that regulations ma y not cover every eventuality encountered in a dynamic operational environment. This provision is intended to permit the operator a degree of flexibility, in a means acceptable to the State of th e Operator, in making adjustments in its fatigue management scheme to account for changing circumstances.

4.2.11.3 4 To comply with the regulations establishe d by the State of the Operator, or approved by that State, A an operator shall maintain current records of the flight time, for all its flight and cabin crew members of flight time, flight duty periods, flight duty periods and rest periods. of all its crew

members.

. . . 4.3 Flight preparation

. . . 4.3.6 Fuel and oil supply

. . .

4.3.6.2 Propeller

- driven Piston-engined aeroplanes. The fuel and oil carried in order to comply with 4.3.6.1 shall, in the case of propeller

- driven piston-engined aeroplanes, be at least the amount sufficient to allow the aeroplane: ...

. . .

4.3.6.3 Aeroplanes equipped with turbo

- jet engines Turbine-engined aeroplanes. The fuel and oil carried in order to comply with 4.3.6.1 shall, in the case of turbo

- jet turbine-engined aeroplanes, be at least the amount sufficient to allow the aeroplane: ...

. . .6

4.4 In-flight procedures

. . .

4.4.10 Aeroplane operating procedures for rates of climb and descent

Recommendation

.— Unless otherwise specified in an air traffic control instruction, to avoid unnecessary airborne collision avoidance system (ACAS II) resolution advisories in aircraft at or approaching adjacent altitudes or flight levels, operators should specify 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 ec or 1 500 ft/min (depending on the instrumentation available) throughout the last 300 m (1 000 ft) of climb or descent to the assigned level when the pilot is made aware of another aircraft at or appr oaching an adjacent altitude or flight level.

Note.— Material concerning the development of these procedures is contained in the PANS-OPS (Doc 8168) Volume I, Part III, Section 3, Chapter 3.

. . .

CHAPTER 5 AEROPLANE PERFORMANCE

OPERATING LIMITATIONS

. . .

5.2 Applicable to aeroplanes certificated

in accordance with Parts IIIA and IIIB of Annex 8

5.2.1 The Standards contained in 5.2.2 to 5.2.11 inclusive are applicable to the large aeroplanes to which Parts IIIA and IIIB of Annex 8 are applicable.

Note.— The following Standards do not include quantitative specifications comparable to those found in national airworthiness codes. In accordance with 5.1.1, they are to be supplemented by national requirements prepared by Contracting States.

5.2.2 The level of performance defined by the appropriate parts of the comprehensive and

detailed national code referred to in 5.1.1 for the aeroplanes designated in 5.2.1 shall be at least substantially equivalent to the overall level embodied in the Standards of this chapter.

Note.— Attachment C contains guidance material which indicates by examples the level of performance intended by the Standards and Recommended Practices of this chapter.

. . .

5.2.5 A flight shall not be commenced unless the performance information provided in the flight manual, supplemented as necessary with other data acceptable to the State of the Operator, indicates

that the Standards of 5.2.6 to 5.2.11 can be complied with for the flight to be undertaken.

5.2.6 In applying the Standards of this ch apter, account shall be taken of all factors that significantly affect the performa nce of the aeroplane, (such as : including, but not limited to: the mass of the aeroplane, the operating procedures, the pres sure-altitude appropriate to the elevation of the aerodrome, the ambient temperature, the wind, the runway gradient slope, and surface conditions of the runway i.e., presence of snow, slush, water, an d/or ice; for landplanes, water surface condition for seaplanes) . Such factors shall be taken into account direc tly as operational parameters or indirectly by means of allowances or margins, which may be provid ed in the scheduling of performance data or in the comprehensive and detailed code of performance in accordance with which the aeroplane is being operated.

. . .7

5.2.8 Take-off. The aeroplane shall be able, in the event of a critical power

- unit engine failing, or for other reasons, at any point in the take-off, eith er to discontinue the take-off and stop within the accelerate-stop distance available, or to continue the take-off and clear all obstacles along the flight path by an adequate margin vertical or horizontal distance until the aeroplane is in a position to comply with 5.2.9. When determining the resulting take-off obstacle account ability area, the operating conditions, such as the crosswind component and navi gation accuracy, must be taken into account.

Note.— An “adequate margin” re ferred to in this provision is illustrated by the appropriate examples included in Attachment C contains guidance on the vertical and horizontal distances that are considered adequate to show compliance with this Standard.

5.2.9 En route – one power

- unit engine inoperative . The aeroplane shall be able, in the event of the critical power

- unit engine becoming inoperative at any point along the route or planned diversions therefrom, to continue the flight to an aerodrome at which the Standard of 5.2.11 can be met, without flying below the minimum flight altitude at any point.

5.2.10 En route — two power

- units engines inoperative. In the case of aeroplanes having three

or more power

- units engines, on any part of a route where the location of en-route alternate aerodromes and the total duration of the flight are such that the probability of a second power

- unit engine becoming inoperative must be allowed for if the general level of safety implied by the Standards of this chapter is to be maintained, the aeroplane shall be able, in the event of any two

power

- units engines becoming inoperative, to continue the flight to an en-route alternate aerodrome

and land.

. . . CHAPTER 6. AEROPLANE INSTRUMENTS, EQUIPMENT

AND FLIGHT DOCUMENTS

. . . 6.2 All aeroplanes on all flights

. . .

6.2.2 An aeroplane shall be equipped with:

a) accessible and adequate medical supplies ap propriate to the number of passengers the aeroplane is authorized to carry ;

Recommendation

.— Medical supplies should comprise:

1) one or more first-aid kits for the use of cabin crew in managing incidents of ill health;

and

2) a medical kit, for the use of medical doctors or other qualified persons in treating in

flight medical emergencies for aeroplanes authorized to carry more than 250

passengers. for aeroplanes required to carry cabin crew as part of the operating crew, one universal precaution kit (two for aeroplanes authorized to carry more than 250 passengers) for the use of cabin crew members in managing incidents of ill health associated with a case of suspected communicable disease, or in the case of illness involving contact with body fluids; and

3) for aeroplanes authorized to carry more than 100 passengers, on a sector length of more than two hours, a medical kit, for the use of medical doctors or other qualified persons in treating in-flight medical emergencies.

Note.— Guidance on the types, number, location and contents of the medical supplies is given in Attachment B.8

. . .

CHAPTER 9. AEROPLANE FLIGHT CREW

. . .

9.6 Flight time, flight duty periods, duty period and rest periods for fatigue management

For the purpose of managing fatigue, T the State of the Operator shall establish regulations specifying the limitations applicable to the flight time, and flight duty periods, duty periods and rest periods for flight crew personnel members. These regulations shall make provision for adequate rest periods and

shall be such as to ensure that fa tigue occurring either in a flight or successive flights or accumulated over a period of time due to these and other tasks, does not endanger the safety of a flight be based upon scientific principles and knowledge, where availa ble, with the aim of ensuring that flight crew members are performing at an adequate level of alertness.

Note.— Guidance for the development of prescrip tive fatigue management regulations is given in

Attachment A.

. . .

CHAPTER 12. CABIN CREW

. . .

12.4 Training

An operator shall establish and maintain a training programme, approved by the State of the Operator, to be completed by all persons before being assigned as a cabin crew member. Cabin crew members shall complete a recurrent training programme annua lly. These training programmes shall ensure that each person is:

. . .

b) drilled and capable in the use of emergency and life-saving equipment required to be carried, such as life jackets, life rafts, evacuation slides, emergency exits, portable fire extinguishers, oxygen equipment and , first-aid and universal precau tion kits, automated external defibrillators;

. . .

d) aware of other crew members’ assignments and functions in the event of an emergency so far as is necessary for the fulfilment of the cabin crew members’ own duties;

e) aware of the types of dangerous goods which may, and may not, be carried in a passenger cabin; and has completed the dangerou s goods training programme require d by Annex 18;

and

f) knowledgeable about human performance as related to passenger cabin safety duties including flight crew-cabin crew members coordination.

Note 1.

─ Requirements for the training of cabin crew members in the transport of dangerous goods are included in the Dangerous Goods Training Programme contained in Annex 18 — The Safe Transport of Dangerous Goods by Air and the Technical Instructions for the Safe Transport of Dangerous Goods by Air (Doc 9284).9

Note 2.

─ Guidance material to design training programmes to develop knowledge and skills in human performance can be found in the Human Factors Training Manual (Doc 9683).

. . .

12.5 Flight time, duty periods, flight duty periods, and rest periods for fatigue management

For the purpose of managing fatigue tT he State of the Operator shall establish regulations specifying

the limits limitations applicable to flight time, flight duty periods, duty periods and rest periods for cabin crew members. These regulations shall be ba sed upon scientific principles and knowledge, where available, with the aim of ensuring that the cabin crew are performing at an adequate level of

alertness.

Note.— Guidance for the development of prescrip tive fatigue management regulations is given in

Attachment A.

. . .

APPENDIX 2. ORGANIZATION AND CONTENTS OF

AN OPERATIONS MANUAL

. . . 2. Contents

. . . 2.1 General

. . .

2.1.2 Rules limiting the flight time and flig ht duty periods and providing for adequate rest periods for flight crew members Flight and duty time limitations and rest schemes for flight and cabin crew members as required by Chapter 4, 4.2.10.2 4.2.11.2.

. . .

2.1.12 Specific instructions for the computation of the quantities of fuel an d oil to be carried, having regard to taking into account all circumstances of the operation including the possibility of loss of pressurization and the failure of one or more power

- units engines while en route.

. . .

2.1.21 Instructions on the use of autopilots and auto-throttles in IMC.

Note.— Instructions on the use of autopilots and auto-throttles, together with 2.1.26 and 2.1.30, are essential for avoidance of approach and landing accidents and controlled flight into terrain

accidents.

. . .

ATTACHMENT A. GUIDANCE MATERIAL FOR DEVELOPMENT

OF PRESCRIPTIVE FATIGUE MANAGEMENT REGULATIONS

FLIGHT TIME AND FLIGHT DUTY PERIOD LIMITATIONS Supplementary to Chapter 4, 4.2.10.3 2, Chapter 9, 9.6 and Chapter 12, 12.5

1. Purpose and scope

1.1 Flight time, flight duty period, flight duty period limitations and rest requirements are10

established for the sole purpose of reducing the pr obability that fatigue of flight crew members may adversely affect the safety of fli ght. ensuring that the flight crew and the cabin crew members are performing at an adequate level of alertness for safe flight operations.

1.2 In order to guard against accomplish this, two types of fatigue must should be taken into account, namely, transient fatigue and cumulative fatigue. Transient fatigue may be described as fatigue which is normally experienced by a healthy individual following a period of work, exertion or excitement, and it is normally that is dispelled by a single sufficient period of rest or sleep. On the

other hand c Cumulative fatigue may occurs after delayed or incomplete recovery from transient fatigue or as the after

- effect of more than a normal amount of work, exertion or excitement without sufficient opportunity for recuperat ion over a period of time.

1.3 Limitations based upon the provisions of this Part will provide safeguards against both kinds of fatigue because they will recognize:

1.3.1 a) T the necessity to limit flight time duty periods with the aim of preventing g uard against both kinds of fatigue;

1.3.2 b) T the necessity to limit the duty period where additional tasks are performed time spent on duty on the ground immediately prior to a flight or at intermediate points during a series of flights in such a way as to prevent guard particularly against transient fatigue;

c) the necessity to limit total flight time and duty periods over specified time spans, in order to prevent cumulative fatigue;

1.3.3 d) T the necessity to provide flight crew members with ade quate rest opportunity to recover from fatigue before commencement of the next flight duty period; and

1.3.4 e) T the necessity of taking into account other related tasks the flight crew member may be required to perform in order to guard particularly against cumulative fatigue.

2. Definitions Operational concepts

2.1 Flight time

The definition of flight time, in the context of flight time limitations, is, of course, intended to apply applies to flight and cabin crew members. in accordance with the relev ant definition s of a flight crew member. Pursuant to that latter definition, licensed cr ew personnel travelling as passengers cannot be considered flight crew members, although this shoul d be taken into account in arranging rest periods.

2.2 Duty periods

All time spent on duty can induce fatigue in flight and cabin crew members, and should therefore be taken into account when arranging rest periods for r ecovery. Standby may be included as duty if it is likely to induce fatigue.

2.2 2.3 Flight duty periods

2.2 .3.1 The definition of flight duty period is intended to cover a continuous period of duty

which that always includes a flight or series of flight s for a flight or cabin crew member. It is meant to include all duties flight a crew members may be required to carry out from the moment they he or she reports at their place of employment on the day of a flight until they are relieved of duties, having completed the flight or series of flights for duty until he or she completes the flight or series of flights and the aeroplane finally comes to rest and the engines are shut down

. It is considered necessary that11

this a flight duty period should be subject to limitations because a flight crew member’s activities over

extended within the limits of such periods would eventually induce fa tigue – transient or cumulative – which could endanger adversely affect the safety of a flight. There is on the other hand (from the point of view of flight safety) insufficient reason to establish limitations for any other ti me during which flight crew members are performing a task assigned to them by the operator. Such a task should, therefore, only be taken into account when making provisions for rest periods as one among many factors which lead to fatigue

.

2.2. 3.2 The de finition does not imply the inclusion of such periods as A flight duty period does not include the period of travelling time from home to the place of employment point of reporting for duty. It is the responsibility of the flight or cabin crew member to report for duty in an adequately rested condition.

2.3.3 Time spent positioning at the behest of the operator is part of a flight duty period when this time immediately precedes (i.e., without an intervening rest period) a flight duty period in which that person participates as a flight or cabin crew member.

2.2. 3.4 An important safeguard is established if for States and operators to recognize the right responsibility of a crew member to refuse further fl ight duty when suffering from fatigue of such a nature as to affect adversely adversely affect the safety of flight.

2.3 2.4 Rest periods

The definition of rest period implies an absence of duty and is intended to be requires that flight or cabin crew members be relieved of all duties for the purpose of recovering from fatigue; . t The way in which this recovery is achieved is the responsibility of the individual flight or cabin crew member. Extended rest periods should be given on a regular basis. Rest periods should not include standby if the conditions of the standby would not enable flight and cabin crew members to recover from fatigue. Suitable accommodation on the ground is required at places where rest periods are taken in order to allow effective recovery.

3. Types of limitations

3.1 Limitations are broadly divided by time; . f For example, the majority of many ICAO Contracting States reporting to ICAO prescribe daily, monthly and yearly flight time limitations, and a considerable number also prescribe quarterly flight time limitations. In addition, many States also prescribe cumulative duty limitations for specified periods such as consecutive days and seven-day periods. It will probably be sufficient to prescrib e flight duty period limitations on a daily basis. It must be understood, however, that these limitati ons will vary considerably taking into account a variety of situations.

3.2 To take account of unexpected delays once a flight duty period that has been planned within the allowable limitations has commenced, provision should be made for minimizing the extent to which exceeding the limits may be permitted. Simi larly, provision should be made for controlling the extent to which any reduction of rest below that ordinarily required may be allowed in cases where flexibility to recover a delayed schedule is sought . The authority to extend a flight duty period or reduce a rest period within the limitations es tablished is vested in the pilot-in-command.

Note.— See paragraphs 4.9.2 and 4.11.2.3 for reporting requirements.

3.2 3.3 In formulating regulations or rules governing flight time limitations, the size of the crew complement and the extent to which the various tasks to be performed can be divided among the flight or cabin crew members should be taken into account; . and i In the case where adequate facilities for relief are provided in the aircraft in such a way that a crew member may have horizontal rest and a degree of privacy, additional flight or cabin crew members are carried and facilitie s in the aeroplane are such that a flight or cabin crew member can obtain recuperative rest in a comfortable reclining12

seat, or in a bunk, separated and screened from the flight deck and passe ngers, and reasonably free from disturbance, planned flight duty pe riods could be extended. Adequate rest f acilities on the ground are required at places where relief periods are to be given. Also, States or operators should give due weight to the following factors: traffi c density; navigational and communication facilities; rhythm of work/sleep cycle; number o f landings and take

- offs; aircraft handling and performance

characteristics and weather conditions

.

3.4 States should consider all relevant factors, which include: the number and direction of time zones crossed; the time at which a flight du ty period is scheduled to begin; the number of planned and/or actual sectors within the flight duty period; the pattern of working and sleeping

relative to the circadian rhythm, or 24-hour physiological cycle of the flight or cabin crew; the scheduling of days off; the sequence of early re porting times and late releases from duty; mixing early/late/night duties; and flight operation characteristics.

Insert new text as follows:

4. Guidelines for establishing prescriptive limitations for fatigue management

4.1 Purpose and scope

4.1.1 The following material comprises a set of parameters that may be considered in the development of prescriptive limita tions for fatigue management.

4.1.2 No numerical values are shown in this example because differences of culture between States can lead to different perceptions as to what is acceptable and what is not. In the text that follows, the symbol (*) is used to indicate where each State may insert a value it considers appropriate to manage fatigue, and square brackets [ ] to indicate a typical value. States are encouraged to examine the numerical values of other States’ systems for further guidance.

4.1.3 When deciding what numerical values should be inserted, States should take into account the results of relevant scientific principles and knowledge, past experience in administering such regulations, cultural issues and the nature of operations intended to be undertaken.

4.1.4 States should assess the adequacy of th e breadth and scope of all limitations proposed by each operator as applicable to operations before they approve an operator’s flight time and duty period limitations and rest scheme.

4.2 Definitions

4.2.1 Operators and crew members

Augmented flight crew

. A flight crew that comprises more than the minimum number required to operate the aeroplane and in which each flight crew member can leave their assigned post and be replaced by another appropriately qualified flight crew member for the purpose of in-flight rest.

Cabin crew member. A crew member who performs, in the in terest of the safety of passengers, duties assigned by the operator or the pilot-in-command of the aircraft, but who shall not act as a flight

crew member.

Crew member

. A person assigned by an operator to duty on an aircraft during a flight duty period.

Flight crew member. A licensed crew member charged with du ties essential to the operation of an aircraft during a flight duty period.13

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

4.2.2 Flight or block times

Flight time – aeroplanes

. The total time from the moment an aeroplane first moves for the purpose of taking off until the moment it finally comes to rest at the end of the flight.

Note.—“Flight time” as here de fined is synonymous with the term “block to block” time or “chock to chock” time in general usage which is measured from the time an aeroplane first moves for the purpose of taking off until it finally stops at the end of the flight.

4.2.3 Duty and flight duty

Duty

. Any task that flight or cabin crew members are required by the operator to perform, including, for example, flight duty, administrative work, training, and positioning.

Duty period

. A period which starts when flight or cabin crew members are required by an operator to report for or to commence a duty and ends when that person is free from all duties.

Flight duty period

. A period which commences when a crew member is required to report for duty that includes a flight or a series of flights and which finishes when the aeroplane finally comes to rest at the end of the last flight on which he/she is a crew member.

4.2.4 Rest period and standby

Rest period

. A continuous and defined period of time, subsequent to and/or prior to duty, during which flight or cabin crew me mbers are free of all duties.

Standby

. A defined period of time during which a flig ht or cabin crew memb er is required by the operator to be available to receive an assignment for a specific duty without an intervening rest period.

4.2.5 General

Home base

. The location nominated by the operator to the crew member from where the crew member normally starts and ends a duty period or a series of duty periods.

Reporting time . The time at which crew members are required by an operator to report for duty.

Roster

. A list provided by an operator of the times when a crew member is required to undertake

duties.

Note.— “Roster” as here defined is synonymous with “Schedule”, “Line of Time”, “Pattern”,

and “Rotation”.

Positioning

. The transferring of a non-operating crew me mber from place to place as a passenger at the behest of the operator.

Note.— “Positioning” as here defined is synonymous with the term “Deadheading”

.

S uitable accommodation

. A furnished bedroom which provides fo r the opportunity of adequate rest.

Unforeseen operational circumstance

. An unplanned event, such as unforecast weather, equipment malfunction, or air traffic delay that is beyond the control of the operator.14

4.3 The State’s responsibilities

4.3.1 The objective of any prescriptive limitati ons for fatigue management regulations is to ensure that flight and cabin crew members remain sufficiently alert so that they can operate to a satisfactory level of performance and safety under all circumstances. The fundamental principle is for every flight and cabin crew member to be adequately rested when he/she begins a flight duty period, and whilst flying be sufficiently alert to operate to a satisfactory level of performance and safety in all

normal and abnormal situations.

4.3.2 The purpose of this example is to illustrate how limitations might be defined regarding variables likely to influence flight and cabin crew member alertness (e.g., allowable flight hours, duty and flight duty periods, and minimum rest periods) that may be applied when flight and cabin crew rosters are planned. Provision can be made so that some of these limitations could be exceeded, but only on such occasions as could not reasonably have been foreseen when the flight was planned.

4.3.3 This example is only one example of how prescriptive limitations for fatigue management may be defined.

4.4 The operator’s responsibilities

4.4.1 Operators should reflect in their operati ons manuals those elements of this example that are appropriate to the operations they u ndertake. If operations are planned that cannot be managed within the limitations published in the exam ple, a variation may be requested. In this case, and before a variation is approved, an operator sh ould demonstrate to the State of the Operator that the variation provides an equivalent level of safety and that objections on grounds of safety are taken

into account.

4.4.2 Duty rosters should be prepared and published sufficiently in advance to provide flight and cabin crew members the opportunity to plan adequate rest. Consideration should be given to the cumulative effects of undertaking long duty hours interspersed with minimum rest, and of avoiding rosters that result in the serious disruption of an established pattern of working and sleeping. Rosters should cover a period of at least (*) days.

4.4.3 Flights should be planned to be completed within the allowable flight duty period taking into account the time necessary for pre-flight duties, the flight and turn-around times, and the nature of the operation. Minimum rest periods need ed to provide adequate rest should be based upon the actual operation.

4.4.4 In order to avoid any detriment to a flight or cabin crew member’s performance, opportunities to consume a meal must be arranged when the flight duty period exceeds (*) hours.

4.4.5 The operator should nominate a home base for each flight and cabin crew member, from where the flight and cabin cr ew member will normally start and end a duty period or a series of duty periods. The home base should be assigned with a degree of permanence.

4.4.6 The operator should not require a flight crew member to operate an aeroplane if it is known or suspected that the flight crew member is fa tigued to the extent that the safety of flight may be adversely affected.15

4.5 Flight crew members’ responsibilities

4.5.1 A flight crew member should not operate an aeroplane when he or she knows that he or she is fatigued or feels unfit to the extent that the safety of flight may be adversely affected.

4.5.2 Flight crew members should make best use of the facilities and opportunities that are provided for rest and for the consumption of meals, and should plan and use rest periods to ensure that they are fully rested.

4.6 Flight and cabin crew members

The text that follows specifies limitations that appl y to operations by flight and cabin crew members.

4.7 Limitations for flight times and duty periods

4.7.1 Maximum flight time

4.7.1.1 The maximum flight time may not exceed:

a) (*) hours in any flight duty period;

b) (*) hours in any [7] consecutive days or (*) hours in any [28] consecutive days; and

c) (*) hours in any [365] consecutive days.

4.7.1.2 The limitations in 4.7.1.1 b) and c) may alternatively be calculated in calendar week, month or year. In such a case other limitations over a period of two or three calendar months should be specified.

4.7.2 Maximum duty hours for flight crew and cabin crew

4.7.2.1 Duty hours may not exceed:

a) (*) hours in any [7] consecutive days or in a week; and

b) (*) hours in any [28] consecutive days or in a calendar month.

Duty includes all tasks carried out at the behest of the operator. These include, but are not limited to: pre-flight preparation; conduct of the flight (whe ther or not this is commercial air transport); postflight actions; training given or received (classroom, flight simulator or aeroplane); rostered office/management time; and positioning. Standby should be included to the extent that it is likely to induce fatigue.

4.7.3 Maximum flight duty period for flight and cabin crew

4.7.3.1 The maximum flight duty period should be (*) hours.

4.7.3.1.1 This limitation should allow variation to account for matters known to impact fatigue such as: the number of sectors planned; the local ti me at which duty begins, the pattern of resting and sleeping relative to the crew member’s circadian rhythm, the organization of the working time, the augmentation of the flight crew.

4.7.3.2 Crew report times should realistically refl ect the time required to complete pre-flight duties, both safety- and service-related (if appropriate ), and a standard allowance of (*) minutes is to be added at the end of flight time to allow for the completion of checks and records. For record16

purposes, the pre-flight report time should count bot h as duty and as flight duty, and the post-flight allowance should count as duty.

4.7.3.3 The maximum flight duty period for cabin crew may be longer than that applicable to the flight crew by the difference in reportin g time between flight crew and cabin crew.

4.7.3.4 Flight duty periods may be extended in unforeseen operational circumstances by no more than (*) hour(s) only at the discretion of th e pilot-in-command. Before exercising this discretion, the pilot-in-command should be satisfied that all members of the crew required to operate the aeroplane consider themselves fit to do so.

4.7.4 Flights operated by augmented crews and the provision of in-flight relief

4.7.4.1 The composition and number of flight crew members carried to provide in-flight relief, and the quality of rest facilities provided should determine the amount by which the basic flight duty period limitations may be extended. A sensible balance should be kept between the division of in-flight duty and rest. The number of the cabin crew should be determined taking into account the rest facilities provided and other parameters linked to the operation of the flight.

4.7.4.2 The operator should ensure that flight and cabin crew members are notified prior to commencement of the rest period preceding the flight of the role they are required to undertake (i.e., main or relief crew), so that they can pl an their pre-flight rest accordingly.

4.8 Minimum rest periods

4.8.1 The minimum rest period immediately before commencing a flight duty period may not be less than (*) hours.

4.8.1.1 Rest provisions should be introduced to take into account the impact of time zone crossings and night operations.

4.8.1.2 Longer rest periods should be granted on a regular basis to preclude cumulative fatigue.

4.8.1.3 Minimum rest periods may be reduced in unforeseen operational circumstances by no more than (*) hour(s) only at the discretion of the pilot-in-command.

4.8.1.4 Travelling time spent by a flight or cabi n crew member in transit between the place of rest and the place of reporting for duty is not counted as duty, even though it is a factor contributing to fatigue. Excessive travelling time undertaken immediately before commencing a flight duty period could therefore detract from a flig ht or cabin crew member’s ability to counter fatigue arising whilst on duty, and should therefore be taken into account when deciding where pre-flight rest should be

taken.

4.9 Discretion that may be exercised by the pilot-in-command

4.9.1 The pilot-in-command, at his/her discretion in consideration of special circumstances that could lead to unforeseen levels of fatigue and after discussion with flight or cabin crew members affected, may reduce an actual flight duty period and/or increase a minimum rest period [see paragraph 4.8.1.3] in order to remove any adverse effect on flight safety.

4.9.2 The pilot-in-command should report to the operator the use of discretion to extend or reduce duty or rest.17

4.10 Miscellaneous provisions

4.10.1 Standby

4.10.1.1 The start time and end time of standby should be defined and notified at least (*) hours in advance, and the maximum length of any standby should not exceed (*) hours.

4.10.1.2 Where airport standby is immediately followed by a flight duty period, the relationship between such airport standby and the assigned flight duty should be defined. In such a case, airport standby, if it is likely to induce fatigue, should be considered as part of a duty period and should be taken into account to calculate the minimum rest preceding a subsequent flight duty period.

4.10.1.3 When flight and cabin crew members are required to be on standby at an accommodation arranged by the operator, then adequate rest facilities should be provided.

4.10.2 Available

When flight and cabin crew members are required to be available for contact over a brief period of time to receive instructions concerning a possible change of roster, that requirement should not prevent that crew member from having a rest peri od before reporting for duty. The time spent being available should not be counted as duty.

4.10.3 Positioning

All time spent positioning counts as duty, and positioning followed by operating without an intervening rest period also counts as flight duty. However, positioning should not count as an operating sector when planning or calculating a flight duty period.

4.11 Records

4.11.1 To enable the operator to ascertain that the fatigue management scheme is functioning as intended and as approved, records should be kept for (*) months of the duties performed and rest periods achieved so as to f acilitate inspection by the operator’s authorized personnel and audit by the State of the Operator.

4.11.2 The operator should ensure that these reco rds include for each flight and cabin crew member, at least:

a) the start, duration and end of each flight duty period;

b) the start, duration and end of each duty period;

c) rest periods; and

d) flight time.

4.11.3 The operator should also keep records of occasions when a pilot-in-command has exercised his discretion (as described above). If discretion has to be applied for similar reasons on more than (*) per cent of occasions when a particular route or route pattern is flown, it is likely that the intention of this guidance is not being met and undue fatigue may result. Arrangements should be made to change the schedule or the crewing arrangements so as to reduce the frequency at which such events occur. A State may require that, in addition , copies of certain record s should be submitted.

4.11.4 Flight crew members should maintain a pe rsonal record of their daily flight time.18

ATTACHMENT B. FIRST

- AID MEDICAL SUPPLIES Supplementary to Chapter 6, 6.2.2 a)

TYPES, NUMBER, LOCATION AND

CONTENTS OF MEDICAL SUPPLIES

1. Types

Two types of medical supplies should be provided: first

- aid kit(s) for carriage in all aeroplanes and a medical kit for carriage where the aeroplane is authorized to carry more than 250 p assengers.

1.1 The different types of medical supplies shou ld be provided as follows: first-aid kit(s) for carriage on all aeroplanes, universal precaution kit(s) for carriage on all aeroplanes that require a cabin crew member, and a medical kit for carriage where the aeroplane is authorized to carry more than 100 passengers, on a sector length of more than two hours. Where national regulations allow it, operators may elect to carry the recomm ended medication in the first aid kit.

1.2 Based on the limited available evidence, only a very small number of passengers are likely to benefit from the carriage of automated exte rnal defibrillators (AED) on aeroplanes. However, many operators carry them because they offer the only effective treat ment for cardiac fibrillation. The likelihood of use, and therefore of potential benefit to a passenger, is greatest in aircraft carrying a large number of passengers, over long duration sect or lengths. The carriage of AEDs should be determined by operators on the basis of a risk asse ssment taking into account the particular needs of the operation.

2. Number of first-aid and universal precaution kits

2.1 First-aid kits

The number of first-aid kits should be appropriate to the number of passengers which the aeroplane is authorized to carry:

Passenger First-aid kits

0 – 50 100 1

51

– 150 101 – 200 2

151

– 250 201 – 300 3

More than 250 301 – 400 4

401 – 500 5

More than 500 6

2.2 Universal precaution kits

For routine operations, one or two universal precaution kits should be carried on aircraft that are required to operate with at least one cabin crew member. Additional kit(s) should be made available at times of increased public health risk, such as during an outbreak of a serious communicable disease having pandemic potential. Such kits may be used to clean up any potentially infectious body contents such as blood, urine, vomit and faeces and to protect the cabin crew members who are assisting potentially infectious cases of suspected communicable disease.

3. Location

3.1 It is essential that the required first

- aid kits be distributed as evenly as practicable throughout the passenger cabin. They should be read ily accessible to cabin crew, and, in view of the19

possible use of medical supplies outside the aeroplane in an emergency situation, they should be

located near an exit. First-aid and universal precaution kits should be distributed as evenly as practicable throughout the passenger cabins. They should be readily accessible to cabin crew

members.

3.2 The medical kit, when carried, should be stored in an appropriate secure location.

4. Contents

4.1 Different factors must be taken into consideration in deciding the contents of first

- aid

kits and medical kits. The following are provides guidance on typical contents of first

- aid and medical kits for carriage aboard an aeroplane of first-aid, universal precaution and medical kits.

4.1.1 First-aid kit:

a handbook on first aid ‘‘ground

- air visual signal code for use by survivors’’ as c ontained in Annex 12 materials for treating injuries ophthalmic ointment a decongestant nasal spray insect repellant emollient eye drops

sunburn cream

water

- miscible antiseptic/skin cleanser

materials for treatment of extensive burns oral drugs as follows: analgesic, antispasmodic, central nervous system stimulant, circulatory stimulant, coronary vasodilator, antid iarrhoeic and motion sickness medications an artificial plastic airway and splints.

— List of contents — Antiseptic swabs (10/pack) — Bandage: adhesive strips — Bandage: gauze 7.5 cm × 4.5 m — Bandage: triangular; safety pins — Dressing: burn 10 cm × 10 cm — Dressing: compress, sterile 7.5 cm × 12 cm — Dressing: gauze, sterile 10.4 cm × 10.4 cm — Tape: adhesive 2.5 cm (roll) — Steri-strips (or equivalent adhesive strip) — Hand cleanser or cleansing towelettes — Pad with shield, or tape, for eye — Scissors: 10 cm (if allowed by national regulations) — Tape: Adhesive, surgical 1.2 cm × 4.6 m — Tweezers: splinter — Disposable gloves (multiple pairs) — Thermometers (non-mercury) — Mouth to mouth resuscitation mask with one-way valve — First-aid manual, current edition

— Incident record form

The following suggested medications can be included in the first-aid kits where permitted by national regulations:

— Mild to moderate analgesic

— Antiemetic — Nasal decongestant

— Antacid20

— Antihistamine

4.1.2 Universal precaution kit

— Dry powder that can convert small liqui d spill into a sterile granulated gel — Germicidal disinfectant for surface cleaning — Skin wipes — Face/eye mask (separate or combined) — Gloves (disposable) — Protective apron — Large absorbent towel — Pick-up scoop with scraper — Bio-hazard disposal waste bag

— Instructions

4.1.2 4.1.3 Medical kit:

Equipment

— one pair of sterile surgical gloves

— sphygmomanometer

— stethoscope

— sterile scissors

— haemostatic forceps

— haemostatic bandages or tourniquet

— sterile equipment for suturing wounds

— disposable syringes and needles

— disposable scalpel handle and blade

— List of contents — Stethoscope — Sphygmomanometer (e lectronic preferred) — Airways, oropharyngeal (3 sizes) — Syringes (appropriate range of sizes ) — Needles (appropriate range of sizes) — Intravenous catheters (appropriate range of sizes) — Antiseptic wipes — Gloves (disposable) — Needle disposal box — Urinary catheter — System for delivering intravenous fluids — Venous tourniquet — Sponge gauze — Tape – adhesive — Surgical mask — Emergency tracheal catheter (or large gauge intravenous cannula) — Umbilical cord clamp — Thermometers (non mercury) — Basic life support cards — Bag-valve mask — Flashlight and batteries

Drugs

— coronary vasodilators

— analgesics

— diuretics

— anti

- allergics

— steroids21

— sedatives

— ergometrine

— where compatibl e with regulations of the appropriate authority, a narcotic drug in

— injectable form

— injectable broncho dilator.

Medication

— Epinephrine 1:1000 — Antihistamine – injectable — Dextrose 50% (or equivalent) – injectable: 50ml — Nitroglycerin tablets, or spray — Major analgesic — Sedative anticonvulsant – injectable — Antiemetic – injectable

— Bronchial dilator – inhaler — Atropine – injectable — Adrenocortical steroid – injectable — Diuretic – injectable — Medication for postpartum bleeding — Sodium chloride 0.9% (minimum 250 ml) — Acetyl salicylic acid (aspirin) for oral use

— Oral beta blocker

If a cardiac monitor is available (with or without an AED) add to the above list:

— Epinephrine 1:10000 (can be a dilution of epinephrine 1:1000)

Note.— The United Nations Conference for Adoption of a Single Convention on Narcotic Drugs in March 1961 adopted such a Convention, Article 32 of which contains special provisions concerning the carriage of drugs in medical kits of aircraft engaged in international flight.

ATTACHMENT C. AEROPLANE PERFORMANCE

OPERATING LIMITATIONS

Editorial Note

.— Example 3 is relocated to the beginning of Attachment C and amended.

Example 3

1. Purpose and scope

The purpose of the following ex ample this Attachment is to illustrate the provide guidance as to level of performance intended by the provisions of Ch apter 5 as applicable to turbine-powered subsonic transport type aeroplanes over 5 700 kg maximum certificated take-off mass having two or more engines. However, where relevant, it can be applied to all subsonic turbine-powered or piston-engine

subsonic aeroplanes having two, three or four engines. This example is shown to be compatible with principal national airworthiness codes in effect in 1969 . Piston-engine aeroplanes having two, three or four engines which can not comply with this Attach ment may continue to be operated in accordance with Examples 1 or 2 of this Attachment.

No study has been made of the applicability of this material to turbine

- powered subsonic aeroplanes having characteristics other than those of the transport aeroplanes introduced into service up to 1969.22

Note.— This example Attachment is not intended for applic ation to aeroplanes having short takeoff and landing (STOL) or vertical ta ke-off and landing (VTOL) capabilities.

No detailed study has been made of the applic ability of this example to operations in all

- weather conditions. The validity of this example has not therefore been established for operations whi ch may involve low decision heights and be associated with low minima operating techniques and procedures.

Editorial Note

.— All definitions in Examples 1 and 2 ha ve been relocated from Attachment C, Example 1, Definitions (Att. C-1), and Example 2, Definitions (Att. C-9) to “2. Definitions” and amended as indicated. New definitions for grooved or porous friction course runway and runway

surface condition have been added.

2. Definitions

CAS (calibrated airspeed). The calibrated airspeed is equal to the airspeed indicator reading corrected for position and instrument error. (As a result of the sea level adiabatic compressible flow correction to the airspeed instrument dial, CAS is equal to the true airspeed (TAS) in Standard Atmosphere at sea level.)

Declared distances

.

a) Take-off run available (TORA). The length of runway declared available and suitable for the ground run of an aeroplane taking off.

b) Take-off distance available (TODA)

. The length of the take-off run available plus the length of the clearway, if provided.

c) Accelerate-stop distance available (ASDA ) . The length of the take-off run available plus the length of stopway, if provided.

d) Landing distance available (LDA). The length of runway which is declared available and suitable for the ground run of an aeroplane landing.

Note.

— The calculation of declared distances is de scribed in Annex 14, Volume I, Attachment A.

Declared temperature. A temperature selected in such a way that when used for performance purposes, over a series of operations, the average leve l of safety is not less than would be obtained by using official forecast temperatures.

Expected. Used in relation to various aspects of performance (e.g. rate or gradient of climb), this term means the standard performance for the type, in the relevant conditions (e.g. mass, altitude and temperature).

Grooved or porous friction course runway . A paved runway that has been prepared with lateral grooving or a porous friction course (PFC) surface to improve braking characteristics when wet.

Height. The vertical distance of a level, a point, or an object considered as a point, measured from a specified datum.

Note.— For the purposes of this example, the po int referred to above is the lowest part of the aeroplane and the specified datum is the take-off or landing surface, whichever is applicable.23

Landing surface. That part of the surface of an aerodrome which the aerodrome authority has declared available for the normal gr ound or water run of aircraft landing in a particular direction.

Net gradient. The net gradient of climb throughout these requirements is the expected gradient of climb diminished by the manoeuvre performance (i.e . that gradient of climb necessary to provide power to manoeuvre) and by the margin (i.e. that gr adient of climb necessary to provide for those variations in performance which are not expected to be taken explicit account of operationally).

Reference humidity. The relationship between temperature an d reference humidity is defined as

follows:

— at temperatures at and below ISA, 80 per cent relative humidity,

— at temperatures at and above ISA + 28° C, 34 per cent relative humidity,

— at temperatures between ISA and ISA + 28° C, the relative humidity varies linearly between the humidity specified for those temperatures.

Runway surface condition

. The state of the surface of the runway: either dry, wet, or contaminated:

a) Contaminated runway . A runway is contaminated when more than 25 per cent of the runway surface area (whether in isolated areas or no t) within the required length and width being used is covered by:

- water, or slush more than 3 mm (0.125 in) deep ;

- loose snow more than 20 mm (0.75 in) deep; or

- compacted snow or ice, including wet ice.

b) Dry runway . A dry runway is one which is clear of contaminants and visible moisture within the required length and the width being used.

c) Wet runway. A runway that is neither dry nor contaminated

.

Note 1.— In certain situations, it may be appropriate to consider the runway contaminated even when it does not meet the above definition. For example, if less than 25 per cent of the runway surface area is covered with water, slush, snow, or ice, but it is located where rotation or lift-off will occur, or during the high speed part of the take-off ro ll, the effect will be far more significant than if it were encountered early in take-off while at low sp eed. In this situation, the runway should be

considered to be contaminated.

Note 2.— Similarly, a runway that is dry in the area where braking would occur during a high speed rejected take-off, but damp or wet (without measurable water depth) in the area where acceleration would occur, may be considered to be dry for computing takeoff performance. For example, if the first 25 per cent of the runway was damp, but the remaining runway length was dry, the runway would be wet using the definitions abov e. However, since a wet runway does not affect acceleration, and the braking portion of a rejected takeoff would take place on a dry surface, it would be appropriate to use dry runway takeoff performance.

Take-off surface. That part of the surface of an aerodrome which the aerodrome authority has declared available for the normal ground or water run of aircraft taking off in a particular

direction.

TAS (True airspeed) . The speed of the aeroplane relative to undisturbed air.24

VS 0 . A stalling speed or minimum steady flight speed in the landing configuration. ( Note.— See Example 1, 2.4 .)

VS 1 . A stalling speed or minimum steady flight speed. ( Note.— See Example 1, 2.5.)

Note 1.— See Chapter 1 and Annexes 8 and 14, Volume I, for other definitions.

Note 2.— The terms ‘accelerate-stop distance,’ ‘take-off distance,’ ’V 1 ,‘ ‘take-off run,’ ‘net takeoff flight path,’ ‘one engine inoperative en-route net flight path,’ and ‘two engines inoperative enroute net flight path,’ as relating to the aeroplane, have their meanings defined in the airworthiness requirements under which the aeroplane was certificated. If any of these definitions are found inadequate, then a definition specified by the State of the Operator should be used.

1. 3. General

1. 3.1 The provisions of 1 4 to 5 7 should are to be complied with, unless deviations therefrom are specifically authorized by the State of the Operator on the grounds that the special circumstances of a particular case make a literal obs ervance of these provisions unnecessary for safety.

1. 3.2 Compliance with 1 4 to 5 7 should is to be established using performance data in the flight manual and in accordance with other applicab le operating requirements. In no case should the limitations in the flight manual be exceeded. Ho wever, additional limitati ons may be applied when operational conditions not included in the flight manual are encountered. The performance data contained in the flight manual may be supplemented with other data acceptable to the State of the Operator if necessary to show compliance with 4 to 7. When applying the factors prescribed in this Attachment account may be taken of any operational factors already incorporated in the flight manual data to avoid double application of factors.

1. 3.3 The procedures scheduled in the flight manual are to should be followed except where operational circumstances require the use of modified procedures in order to maintain the intended level of safety.

Note.— See the Airworthiness Manual (Doc 9760) for the related airworthiness performance guidance material.

2 4. Aeroplane take-off performance limitations

2 4.1 No aeroplane is taken off should commence a take-off at a mass which exceeds the take-off mass specified in the flight manual for the altitude of the aerodrome and for the ambient temperature existing at the time of the take-off.

2 4.2 No aeroplane is taken off should commence a take-off at a mass such that, allowing for normal consumption of fuel and oil in flight to the aerodrome of destination and to the destination alternate aerodromes, the mass on arrival will exceed the landing mass specified in the flight manual

for the altitude of each of the aerodromes involved and for the ambient temperatures anticipated at the time of landing.

2 4.3 No aeroplane is taken off should commence a take-off at a mass which exceeds the mass at which, in accordance with the minimum dist ances for take-off scheduled in the flight manual, compliance with 2 4.3.1 to 2 4.3.3 inclusive is shown. These distances correspond with the altitude of the aerodrome, the runway, stopway and clearway to be used, the runway slope, the stopway slope, the clearway plane slope, and the ambient temperature and wind exis ting at the time of take

- off.

2 4.3.1 The take-off run required does should not exceed the length of the runway the take-25

off run available.

2 4.3.2 The accelerate-stop distance required does should not exceed the length of the runway plus the length of t he stopway, where present the accelerate-stop distance available.

2 4.3.3 The take-off distance required does should not exceed the length of the runway, the take-off distance available; plus the length of the clearway, where present, except that the sum of the lengths of the runway and the clearway is in no ca se considered as being greater than 1.5 times the length of the runway

.

4.3.4 When showing compliance with paragraph 4.3 the same value of V 1 for the continued and discontinued take-off phases should be used.

4.4 When showing compliance with paragraph 4.3 the following parameters should be

taken into account:

a) the pressure altitude at the aerodrome;

b) the ambient temperature at the aerodrome; c) the runway surface condition and the type of the runway surface;

d) the runway slope in the direction of the take-off;

e) the runway slope;

f) not more than 50 per cent of the reported he adwind component or not less than 150 per cent of the reported tailwind component; and

g) the loss, if any, of runway length due to alignment of the aeroplane prior to take-off.

2. 4.5 Credit is not taken for the length of the stopway or the length of the clearway unless they comply with the relevant speci fications in Annex 14, Volume I.

Note. In determining the length of the runway available, account is taken of the loss, if any, of runway length due to alignment of the aeroplane prior to take

- off.

3 5. Take-off obstacle clearance limitations

3 5.1 No aeroplane should commence a take-off is taken off at a mass in excess of that shown in the flight manual to correspond with a net take-off flight path which clears all obstacles either by at least a height of 10.7 m (35 ft) vertical ly or at least 90 m (300 ft) plus 0.125D laterally, where D is the horizontal distance the aeroplane has travelled from the end of take-off distance available, except as provided in 3 .5.1.1 to 3 5.1.3 inclusive. For aeroplanes with a wingspan of less than 60 m (200 ft) a horizontal obstacle clearance of half the aeroplane wingspan plus 60 m (200 ft), plus 0.125D may be used. In determining the allowabl e deviation of the net take-off flight path in order to avoid obstacles by at least the distances specified, it is assumed that the aeroplane is not banked before the clearance of the net take-off flight path above obstacles is at least one half of the wingspan but not less than 15.2 m (50 ft) height and that the bank thereafter does not exceed 15°, except as provided in 5.1.4. The ne t take-off flight path considered is for the altitude of the aerodrome and for the ambient temperature and not more than 50 per cent of the reported headwind component or not less than 150 per cent of the reported tailwind component wind component existing at the time

of take-off. The take-off obstacle accountability area defined above is considered to include the effect

of crosswinds.

3 5.1.1 Where the intended track does not include any change of heading greater than 15°,26

a) for operations conducted in VMC by day, or

b) for operations conducted with navigation aids such that the pilot can maintain the aeroplane on the intended track with the same preci sion as for operations specified in 3 5.1.1 a), obstacles at a distance greater than 300 m (1000 ft ) on either side of the intended track need

not be cleared.

3 5.1.2 Where the intended track does not include any change of heading greater than 15° for operations conducted in IMC, or in VMC by night, except as provided in 3 5.1.1 b); and where the intended track includes changes of heading greater than 15° for operations conducted in VMC by day, obstacles at a distance greater than 600 m (2 000 ft) on either side of the intended track need not be

cleared.

3 5.1.3 Where the intended track includes change s of heading greater than 15° for operations conducted in IMC, or in VMC by night, obstacles at a distance greater than 900 m (3 000 ft) on either

side of the intended track need not be cleared.

5.1.4 An aeroplane may be operated with bank angles of more than 15° below 120 m (400 ft) above the elevation of the end of the take-off run available, provided special procedures are used that allow the pilot to fly the desired bank angles safety under all circumstances. Bank angles should be limited to not more than 20° between 30 m (100 ft) and 120 m (400 ft), and not more than 25° above 120 m (400 ft). Methods approved by the State of the Operator should be used to account for the effect of bank angle on operating speeds a nd flight path including the distance increments resulting from increased operating speeds. The net ta ke-off flight path in which the aeroplane is banked by more than 15° should clear all obstacles by a vertical distance of at least 10.7 m (35 ft) relative to the lowest part of the banked aeroplane within the horizontal distance specified in 5.1. The use of bank angles greater than those mentioned above should be subject to the approval from the State of the Operator.

4 6. En-route limitations

4 6.1 General

At no point along the intended track, is an aeroplane having three or more engines to be more than 90 minutes at normal cruising speed away from an aerodrome at which the distance specifications for alternate aerodromes (see 5.2 7.3) are complied with and where it is expected that a safe landing can be made, unless it complies with 4 6.3.1.1.

Note.

— For the authorization of extended range operations by aeroplanes with two turbine engines, see 4.7 of this Part.

4 6.2 One engine inoperative

4 6

. 2.1 No aeroplane should commence a take-off is taken off at a mass in excess of that which, in accordance with the one-engine-inoperative en-route net flight path data shown in the flight manual, permits compliance either with 4 6.2.1.1 or 4 6

. 2.1.2 at all points along the route. The net flight path has a positive slope at 450 m (1 500 ft) above the aerodrome where the landing is assumed to be made after engine failure. Th e net flight path used is for the ambient temperatures anticipated along the route. In meteorological conditions where icing protection systems are to be operable, the effect of their use on the net flight path data is taken into account.

4 6.2.1.1 The slope of the net flight path is positi ve at an altitude of at least 300 m (1 000 ft) above all terrain and obstructions along the route within 9.3 km (5 NM) on either side of the intended

track.

4 6..2.1.2 The net flight path is such as to pe rmit the aeroplane to continue flight from the27

cruising altitude to an aerodrome where a la nding can be made in accordance with 6.2 7.3, the net flight path clearing vertically, by at least 600 m (2 000 ft), all terrain and obstructions along the route within 9.3 km (5 NM) on either side of the intended track. The provisions of 4 6.2.1.2.1 to 4 6.2.1.2.5 inclusive are applied.

4 6.2.1.2.1 The engine is assumed to fail at the most critical point along the route, allowance being made for indecision and navigational error.

4 6.2.1.2.2 Account is taken of the effects of winds on the flight path.

4 6.2.1.2.3 Fuel jettisoning is permitted to an exte nt consistent with reaching the aerodrome with satisfactory fuel reserves, if a safe procedure is used.

4 6.2.1.2.4 The aerodrome, where the aeroplane is assumed to land after engine failure, is specified in the operational flight plan and it meet s the appropriate aerodrome operating minima at the expected time of use.

4 6.2.1.2.5 The consumption of fuel and oil after the engine becomes inoperative is that which is accounted for in the net flight path data shown in the flight manual.

4 6.3 Two engines inoperative - aeroplanes with three or more engines

4 6.3.1 Aeroplanes which do not comply with 4 6.1 should comply with 4 6.3.1.1

.

4 6.3.1.1 No aeroplane is taken off should commence a take-off at a mass in excess of that which according to the two-engine inoperative en-route net flight path data shown in the flight manual, permits the aeroplane to continue the flight fro m the point where two engines are assumed to fail simultaneously, to an aerodrome at which the landin g distance specification for alternate aerodromes (see 5.2 7.3) is complied with and where it is expected that a safe landing can be made. The net flight path clears vertically, by at least 600 m (2 000 ft ) all terrain and obstructions along the route within 9.3 km (5 NM) on either side of the intended track. The net flight path considered is for the ambient temperatures anticipated along the route. In altitudes and meteorological conditions where icing protection systems are to be operable, the effect of th eir use on the net flight path data is taken into account. The provisions of 4 6.3.1.1.1 to 4 6.3.1.1.5 inclusive apply.

4 6.3.1.1.1 The two engines are assumed to fail at th e most critical point of that portion of the route where the aeroplane is at more than 90 minutes at normal cruising speed away from an aerodrome at which the landing distance specification for alternate aerodromes (see 5.2 7.3) is complied with and where it is expected that a safe landing can be made.

4 6.3.1.1.2 The net flight path has a positive slope at 450 m (1 500 ft) above the aerodrome where the landing is assumed to be ma de after the failur e of two engines.

4 6.3.1.1.3 Fuel jettisoning is permitted to an extent consistent with 4 6.3.1.1.4, if a safe procedure is used.

4 6.3.1.1.4 The aeroplane mass at the point where the two engines are assumed to fail is

considered to be not less than that which would in clude sufficient fuel to proceed to the aerodrome

and to arrive there at an altitude of at least 450 m (1 500 ft) directly over the landing area and thereafter to fly for 15 minutes at cruise power and/or thrust.

4 6.3.1.1.5 The consumption of fuel and oil after the engines become inoperative is that which is accounted for in the net flight path data shown in the flight manual.28

5 7. Landing limitations

5 7.1 Aerodrome of destination - dry runways

5 7.1.1 No aeroplane should commen ce a take off is taken off at a mass in excess of that which, in accordance with the land ing distances required as shown in the flight manual for the altitude of the aerodrome of intended destination, permits the aeroplane to be brought to rest a full stop landing at the aerodrome of intended destination with in the effective length of the runway, this length being as declared by the aerodrome authorities w ith regard to the obstructions in the approach. from 15.2 m (50 ft) above the threshold:

a) for turbo jet powered aeroplanes, within 60 pe r cent of the landing distance available; and

b) for turbo-propeller aeroplanes, within 70 per cent of the landing distance available.

The mass of the aeroplane is assumed to be reduced by the mass of the fuel and oil expected to be consumed in flight to the aerodrome of intended destination. Compliance is shown with 5.1.1.3 and

with either 5.1.1.4 or 5.1.1.5 7.1.1.1 and with either 7.1.1.2 or 7.1.1.3.

5.1.1.1 The runway slope is assumed to be zero, unless the runway is usable in only one

direction.

5.1.1.2 A runway condition (wet or dry) not more favourable than that expected is taken into

account.

Note.

- — National authorities will need to develop suit able methods for dealing with accountability for wet and dry run ways.

5 7.1.1.3 1 It is assumed that the aeroplane is landed on the most favourable runway and in the

most favourable direction in still air.

5 7.1.1.4. 2 It is assumed that the aeroplane is landed on the runway which is the most suitable for the wind conditions anticipated at the aerodrome at the time of landing, taking due account of the probable wind speed and direction, of the ground handling characteristics of the aeroplane, and of other conditions (i.e. landing aids, terrain, etc.).

5 7.1.1.5 3 If full compliance with 5 7.1.1.2 is not shown, the aeroplane may be taken off if a

destination alternate aerodrome is desi gnated which permits compliance with 5.2 7.3.

7.1.1.4 When showing compliance with 7.1.1 at least the following factors should be taken

into account:

a) the pressure altitude of the aerodrome;

b) the runway slope in the direction of the landing if greater than +/- 2.0 per cent; and

c) not more than 50 per cent of the headwind component or not less than 150 per cent of the tailwind component.

7.2 Aerodrome of destination - wet or contaminated runways

7.2.1 When the appropriate weather reports or forecasts or a combination thereof, indicate that the runway at the estimated time of arrival may be wet, the landing distance available should be at least 115 per cent of the required landing distance determined in accordance with 7.1.29

7.2.2 A landing distance on a wet runway shorter than that required by 7.2.1 above but not less than that required by 7.1 may be used if the flight manual includes specif ic additional information about landing distance on wet runways.

7.2.3 When the appropriate weather reports or forecasts or a combination thereof, indicate that the runway at the estimated time of arrival may be contaminated, the landing distance available should be the greater of:

a) the landing distance determined in accordance with 7.2.1 above; and

b) the landing distance determined in accordance wi th contaminated landing distance data with a safety margin acceptable to the State of the Operator.

7.2.4 If compliance with 7.2.3 is not shown, the aeroplane may take off if a destination alternate aerodrome is designated for whic h compliance is shown with 7.2.3 and 7.3.

7.2.5 When showing compliance with 7.2.2 and 7.2.3 above the criteria of 7.1 should be applied accordingly. However, 7.1.1 a) and b) n eed not be applied to the wet and contaminated runway landing distance determination required by 7.2.2 and 7.2.3 above.

5.2 7.3 Destination alternate aerodrome

No aerodrome should be is designated as a destination alternate aer odrome unless the aeroplane, at the mass anticipated at the time of arrival at such aerodrome, can comply with 5 7.1 and either 7.2.1 or 7.2.2, in accordance with the landing distance required as shown in the fl ight manual for the altitude

of the alternate aerodrome and in accordance with other applicable operating requirements for the

alternate aerodrome.

7.4 Performance considerations before landing

The operator should provide the flight crew with a method to ensure that a full stop landing, with a safety margin acceptable to the State of the Operat or, that is at least the minimum specified in the Type Certificate holder’s aircraft flight manual (AFM), or equivalent, can be made on the runway to be used in the conditions existing at the time of la nding, and with the deceleration means that will be

used.

Example 1

1. Purpose and Scope

. . .

1. Definitions

Editorial Note.— Delete 1. Definitions in toto.

. . .

Example 2

1. Purpose and Scope

1. Definitions

. . .

Editorial Note.— Delete 1. Definitions in toto.30

. . .

Editorial Note.— Text applicable from 18 November 2010.

. . .

CHAPTER 1. DEFINITIONS

. . .

Safety State safety programme

. An integrated set of regulations and activities aimed at improving safety.

. . . CHAPTER 3. GENERAL

. . . 3.3 Safety management

3.3.1 States shall establish a State safety programme in order to achieve an acceptable level of safety in the operation of aircraft civil aviation.

Note.— A framework for the implementation and maintenance of a State safety programme is contained in Attachment J and guidance on a State safety programme is contained in the Safety Management Manual (SMM) (Doc 9859).

3.3.2 The acceptable level of safety to be achie ved shall be established by the State(s) concerned

.

Note.

— Guidance on safety programmes is contained in the Safety Management Manual (SMM) (Doc 9859) , and the definition of acceptable levels of safe ty is contained in Attachment E to Annex 11

.

Note.— Guidance on defining acceptable level of safety is contained in the Safety Management Manual (SMM) (Doc 9859).

3.3.3 Recommendation.

— States should require, as part of their safety programme, that an operator implement a safety management system acceptable to the State of the Op erator that, as a

minimum:

a) identifies safety hazards;

b) ensures that remedial action necessary to mainta in an acceptable level of safety is implemented;

c) provides for continuous monitoring and regular assessment of the safety level achieved; and

d) aims to make continuous improvement to the overall level of safety.

3.3.4 3.3.3 From 1 January 2009, States shall require, as part of their State safety programme, that an operator implement a safety management syst em acceptable to the State of the Operator that,

as a minimum:

a) identifies safety hazards;

b) ensures that the implementation of remedial action necessary to maintain an acceptable level31

of agreed safety performanceis implemented ;

c) provides for continuous monitoring and regular assessment of the safety level achieved performance; and

d) aims to make at a continuous improvement to of the overall level of safety performance of the safety management system.

Note.— Guidance on defining safety performance is contained in the Safety Management Manual (SMM) (Doc 9859).

3.3.5 3.3.4 A safety management system shall cl early define lines of safety accountability throughout the operator’s organization, including a direct accountability for safety on the part of senior management.

Note.— The framework for the implementation and maintenance of a safety management system is contained in Appendix 7. Guidance on safety management systems is contained in the Safety Management Manual (SMM) (Doc 9859).

. . . CHAPTER 8. AEROPLANE MAINTENANCE

. . . 8.7 Approved maintenance organization

. . . 8.7.3 Safety management

8.7.3.1 States shall establish a State safety progr amme in order to achieve an acceptable level of safety in the maintenance of aircraft civil aviation.

Note.— A framework for the implementation and maintenance of a State safety programme is contained in Attachment J and guidance on a State safety programme is contained in the Safety Management Manual (SMM) (Doc 9859).

8.7.3.2 The acceptable level of safety to be achieved shall be established by the State(s)

concerned

. Note.

— Guidance on safety programmes and on defining acceptable levels of safety is contained

in Attachment E to Annex 11 and in the Safety Management Manual (SMM) (Doc 9859).

Note.— Guidance on defining acceptable level of safety is contained in the Safety Management Manual (SMM) (Doc 9859).

8.7.3.3 Recommendation

. — States should require, as part of their safety programme, that a maintenance organization implement a safety management system acceptable to th e State that, as a

minimum: a) identifies safety hazards;

b) ensures that remedial action necessary to maintain an acceptable level of safety is implemented;

c) provides for continuous monitoring and regular assessment of the safety level achieved; an d

d) aims to make continuous improvemen t to the overall level of safety.

8.7.3.4 8.7.3.3 From 1 January 2009, States shall require, as part of their State safety programme, that a maintenance or ganization implement a safety management system acceptable to32

the State that, as a minimum:

a) identifies safety hazards;

b) ensures that the implementation of remedial action necessary to maintain an acceptable level

of agreed safety performanceis implemented ;

c) provides for continuous monitoring and regular assessment of the safety level achieved performance; and

d) aims to make at a continuous improvement to of the overall level of safety performance of the safety management system.

Note.— Guidance on defining safety performance is contained in the Safety Management Manual (SMM) (Doc 9859).

8.7.3.5 8.7.3.4 A safety management system shall clearly define lines of safety accountability throughout a maintenance organization, including a direct accountability for safety on the part of senior management.

Note.— The framework for the implementation and maintenance of a safety management system is contained in Appendix 7. Guidance on safety management systems is contained in the Safety Management Manual (SMM) (Doc 9859).

. . .

APPENDIX 2. ORGANIZATION AND CONTENTS OF

AN OPERATIONS MANUAL

. . . 2. Contents

. . . 2.1 General

. . .

2.1.34 Details of the accident prevention and flight safety programme safety management system (SMS) provided in accordance with Chapter 3, 3.2 , including a statement of safety policy and the responsibility of personnel 3.3.3.

. . .

Insert new Appendix 7 as follows:

APPENDIX 7. FRAMEWORK FOR SAFETY MANAGEMENT SYSTEMS (SMS)

(See Chapter 3, 3.3.4, and Chapter 8, 8.7.3.4)

Introduction

This appendix specifies the framework for the implementation and maintenance of a safety management system (SMS) by an operator or an approved maintenance organization. An SMS is a management system for the management of safety by an organization. The framework includes four components and twelve elements representing th e minimum requirements for SMS implementation.33

The implementation of the framework shall be commen surate with the size of the organization and the complexity of the services provided. This appendix also includes a brief description of each element

of the framework.

1. Safety policy and objectives

1.1 – Management commitment and responsibility 1.2 – Safety accountabilities 1.3 – Appointment of key safety personnel 1.4 – Coordination of emergency response planning

1.5 – SMS documentation

2. Safety risk management

2.1 – Hazard identification 2.2 – Safety risk assessment and mitigation

3. Safety assurance

3.1 – Safety performance monitoring and measurement 3.2 – The management of change 3.3 – Continuous improvement of the SMS

4. Safety promotion

4.1 – Training and education 4.2 – Safety communication

1. Safety policy and objectives

1.1 Management commitment and responsibility

The operator/approved maintenance organization sha ll define the organization’s safety policy which

shall be in accordance with international and nation al requirements, and which shall be signed by the accountable executive of the organization. The safe ty policy shall reflect organizational commitments regarding safety; shall include a clear statement about the provision of the necessary resources for the implementation of the safety policy; and sha ll be communicated, with visible endorsement, throughout the organization. The safety policy sha ll include the safety reporting procedures; shall clearly indicate which types of operational behaviours are unacceptable; and shall include the conditions under which disciplinary action would not apply. The safety policy shall be periodically reviewed to ensure it remains relevant and appropriate to the organization.

1.2 Safety accountabilities

The operator/approved maintenance organization shall identify the accountable executive who, irrespective of other functions, shall have ultimate responsibility an d accountability, on behalf of the operator/approved maintenance organization, for the implementation and maintenance of the SMS. The operator/approved maintenance organization shall also identify the accountabilities of all members of management, irrespective of other functi ons, as well as of employees, with respect to the safety performance of the SMS. Safety responsi bilities, accountabilities and authorities shall be documented and communicated throughout the orga nization, and shall include a definition of the levels of management with authority to make decisions regarding safety risk tolerability.34

1.3 Appointment of key safety personnel

The operator/approved maintenance or ganization shall identify a safety manager to be the responsible individual and focal point for the implementa tion and maintenance of an effective SMS.

1.4 Coordination of emergency response planning

The operator/approved maintenance organization shall ensure that an emergency response plan that provides for the orderly and efficient transition from normal to emergency operations and the return to normal operations, is properly coordinated with the emergency response plans of those organizations it must interface with during the provision of its services.

1.5 SMS documentation

The operator/approved maintenanc e organization shall develop an SMS implementation plan, endorsed by senior management of the organization , that defines the organization’s approach to the management of safety in a manner that meets th e organization’s safety objectives. The organization shall develop and maintain SMS documentation desc ribing the safety policy and objectives, the SMS requirements, the SMS processes a nd procedures, the accountabilities, responsibilities and authorities for processes and procedures, and the SMS outputs. Also as part of the SMS documentation, the operator/approved maintenance organization shall de velop and maintain a safety management systems manual (SMSM), to communicate its approach to the management of safety throughout the organization.

2. Safety risk management

2.1 Hazard identification

The operator/approved maintenance organization sha ll develop and maintain a formal process that ensures that hazards in operations are identified. Hazard identification shall be based on a combination of reactive, proactive and predic tive methods of safety data collection.

2.2 Safety risk assessment and mitigation

The operator/approved maintenance organization sha ll develop and maintain a formal process that ensures analysis, assessment and control of the safety risks in flight/maintenance operations.

3. Safety assurance

3.1 Safety performance monitoring and measurement

The operator/approved maintenance organization shall develop and main tain the means to verify the safety performance of the organization, and to valida te the effectiveness of safety risks controls. The safety performance of the organi zation shall be verified in reference to the safety performance indicators and safety performance targets of the SMS.

3.2 The management of change

The operator/approved maintenan ce organization shall develop and maintain a formal process to identify changes within the organization which may affect established processes and services; to describe the arrangements to ensure safety perf ormance before implementing changes; and to eliminate or modify safety risk controls that are no longer needed or effective due to changes in the operational environment.35

3.3 Continuous improvement of the SMS

The operator/approved ma intenance organization shall develop and maintain a formal process to identify the causes of substandard performance of the SMS, determine the implications of substandard performance of the SMS in operations, and eliminate or mitigate such causes.

4. Safety promotion

4.1 Training and education

The operator/approved maintenance organization sh all develop and maintain a safety training programme that ensures that personnel are trained and competent to perform the SMS duties. The scope of the safety training shall be appropriate to each individual’s involvement in the SMS.

4.2 Safety communication

The operator/approved maintenance organization shall develop and maintain formal means for safety communication that ensures that all personnel are fully aware of the SMS, conveys safety critical information, and explains why particular safety actions are taken and why safety procedures are introduced or changed.

End of new text.

. . . Insert new Attachment J as follows:

ATTACHMENT J. FRAMEWORK FOR THE STATE SAFETY PROGRAMME (SSP)

Introduction

This attachment introduces a framework for the implementation and maintena nce of a State safety programme (SSP) by a State. An SSP is a management system for the management of safety by the State. The framework contemplates four component s and eleven elements, outlined hereunder. The implementation of an SSP is commensurate with the size and complexity of the State’s aviation system, and may require coordination among multiple authorities responsible for individual element

functions in the State. The SSP framework introduced in this attachment, and the safety management system (SMS) framework specified in Appendix 7 mu st be viewed as complementary, yet distinct

frameworks. This attachment also includes a brie f description of each element of the framework.

1. State safety policy and objectives

1.1. State safety legislative framework 1.2 State safety responsibilities and accountabilities 1.3 Accident and incident investigation 1.4 Enforcement policy

2. State safety risk management

2.1 Safety requirements fo r the service provider’s SMS 2.2 Agreement on the service provider’s safety performance36

3. State safety assurance

3.1 Safety oversight 3.2 Safety data collection, analysis and exchange 3.3 Safety-data-driven targeting of oversight of areas of greater concern or need

4. State safety promotion

4.1 Internal training, communication and dissemination of safety information 4.2 External training, communication a nd dissemination of safety information

Note.— Within the context of this attachment the term “service provider” refers to any organization providing aviation services. The term includes approved training organizations that are exposed to safety risks during the provision of their services, aircraft operators, approved maintenance organizations, organizations responsible for type design and/or manufacture of aircraft, air traffic services providers and certified aerodromes, as applicable.

1. State safety policy and objectives

1.1 State safety legislative framework

The State has promulgated a national safety legi slative framework and specific regulations, in compliance with international and national standard s, that define how the State will conduct the management of safety in the State. This includes the participation of the State aviation organizations in specific activities related to the management of sa fety in the State, and the establishment of the roles, responsibilities and relationships of such or ganizations. The safety le gislative framework and specific regulations are periodically reviewed to en sure they remain relevant and appropriate to the

State.

1.2 State safety responsibilities and accountabilities

The State has identified, defined and docu mented the requirements, responsibilities and accountabilities regarding the establishment and main tenance of the SSP. This includes the directives to plan, organize, develop, maintain, control and continuously improve the SSP in a manner that meets the State’s safety objectives. It also incl udes a clear statement about the provision of the necessary resources for the implementation of the SSP.

1.3 Accident and incident investigation

The State has established an independent accident and incident investigation process, the sole objective of which is the prevention of accidents and incidents, and not the apportioning of blame or liability. Such investigations are in support of the ma nagement of safety in the State. In the operation of the SSP, the State maintains the independen ce of the accident and incident investigation organization from other State aviation organizations.

1.4 Enforcement policy

The State has promulgated an enforcement policy th at establishes the conditions and circumstances under which service providers are allowed to deal w ith, and resolve, events involving certain safety deviations internally, within the context of the service provider safety ma nagement system (SMS), and to the satisfaction of the appropriate State authority. The enforcement policy also establishes the

conditions and circumstances under which to deal with safety deviations through established enforcement procedures.37

2. State safety risk management

2.1 Safety requirements for the service provider’s SMS

The State has established the controls which govern how service providers will identify hazards and manage safety risks. These include the requi rements, specific operating regulations and implementation policies for service provider’s SMS. The requirements, specific operating regulations and implementation policies are periodically reviewed to ensure they remain relevant and appropriate to the service providers.

2.2 Agreement on the service provider’s safety performance

The State has agreed with individual service provide rs on the safety performance of their SMS. The agreed safety performance of an individual service provider’s SMS is periodically reviewed to ensure it remains relevant and appropriate to the service providers.

3. State safety assurance

3.1 Safety oversight

The State has established mechanisms to ensure effe ctive monitoring of the eight critical elements of safety oversight function. The State has also estab lished mechanisms to ensure that the identification of hazards and the management of safety risks by service providers follow established regulatory controls (requirements, specific operating regulations and implementation policies). These mechanisms include inspections, audits and surveys to ensure that regulatory safety risk controls are appropriately integrated into the service provider’s SMS, that they are being practised as designed, and that the regulatory controls have th e intended effect on safety risks.

3.2 Safety data collection, analysis and exchange

The State has established mechanisms to ensure the capture and storage of data on hazards and safety risks at both an individual and aggregate State’s le vel. The State has also established mechanisms to develop information from the stored data, and to ac tively exchange safety information with service providers and/or other States as appropriate.

3.3 Safety-data-driven targeting of oversight of areas of greater concern or need

The State has established procedures to prioritize inspections, audits and su rveys towards those areas of greater safety concern or need, as identified by the analysis of da ta on hazards, their consequences in operations, and the assessed safety risks.

4. State safety promotion

4.1 Internal training, communication and dissemination of safety information

The State provides training and fosters awareness and two-way communication of safety-relevant information to support, within State aviation or ganizations, the development of an organizational

culture that fosters an effective and efficient SSP.38

4.2 External training, communication and dissemination of safety information

The State provides education and promotes awarene ss of safety risks and two-way communication of safety-relevant information to supp ort, among service providers, the development of an organizational

culture that fosters an effective and efficient SMS.

End of new text.

— END —