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 International 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 which the said amendment shall become 

effective, except for any part thereof in respect of which a majority of the Contracting States have 

registered their disapproval with the Council before that date; 

3. Resolves that the said amendment or such parts thereof as have become effective shall 

become applicable on 19 November 20091

; 

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 accordance with the obligation imposed by 

Article 38 of the Convention) of the differences that will exist on 

19 November 20091

 between its national regulations or practices and the 

provisions of the Standards in the Annex as hereby amended, such 

notification to be made before 19 October 20092

, and thereafter to notify the 

Organization of any further differences that arise; 

2) to notify the Organization before 19 October 20092

 of the date or dates by 

which it will have complied with the provisions of the Standards in the 

Annex as hereby amended; 

c) to invite each Contracting State to notify additionally any differences between its 

own practices and those established by the Recommended Practices, when the 

notification of such differences is important for the safety of air navigation, 

following the procedure specified in subparagraph b) above with respect to 

differences from Standards. 

— — — — — — — —

 

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 text 
3 

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 run 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, training, 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 all 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 flights 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 crew 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. The term RNP in this Annex is now solely used in 

context of navigation specifications that require performance monitoring and alerting. E.g. RNP 4 

refers to the aircraft and operating requirements, including a 4 NM lateral performance with on 
5 

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

. . . 

Rest period. Any period of time on the ground 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 regulations become necessary, an Operator shall 

establish a means, acceptable to the State of the Operator, to permit such variations. Any variations 

shall provide an equivalent level of safety. 

Note.— It is acknowledged that regulations may 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 the Operator, in making adjustments in its fatigue 

management scheme to account for changing circumstances. 

4.2.11.34 To comply with the regulations established by the State of the Operator, or approved 

by that State, Aan 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/sec 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 approaching 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 chapter, account shall be taken of all factors that 

significantly affect the performance of the aeroplane, (such as: including, but not limited to: the mass 

of the aeroplane, the operating procedures, the pressure-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, and/or ice; for landplanes, water surface condition for 

seaplanes). Such factors shall be taken into account directly as operational parameters or indirectly by 

means of allowances or margins, which may be provided 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, either 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 accountability area, the operating 

conditions, such as the crosswind component and navigation accuracy, must be taken into account. 

Note.— An “adequate margin” referred 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 appropriate 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 inflight 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, Tthe 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 fatigue 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 available, with the aim of ensuring that flight crew 

members are performing at an adequate level of alertness. 

 Note.— Guidance for the development of prescriptive 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 annually. 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 precaution 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 dangerous goods training programme required 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 tThe 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 based 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 prescriptive 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 flight 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 and 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, 4.2.10.32, 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 are 
10 

established for the sole purpose of reducing the probability that fatigue of flight crew members may 

adversely affect the safety of flight. 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 cCumulative 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 recuperation 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: 

 1.3.1a) Tthe necessity to limit flight time duty periods with the aim of preventing guard 

against both kinds of fatigue; 

 1.3.2b) Tthe 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; 

 1.3.3d) Tthe necessity to provide flight crew members with adequate rest opportunity to 

recover from fatigue before commencement of the next flight duty period; and 

 1.3.4e) Tthe 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 relevant definitions of a flight crew 

member. Pursuant to that latter definition, licensed crew personnel travelling as passengers cannot be 

considered flight crew members, although this should 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 recovery. 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 flights 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 that 
11 

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 fatigue – 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 time 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 definition 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 flight 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;. tThe 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;. fFor 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 prescribe flight duty period limitations on a daily basis. It 

must be understood, however, that these limitations 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. Similarly, 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 established 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 iIn 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 facilities in the aeroplane 

are such that a flight or cabin crew member can obtain recuperative rest in a comfortable reclining 
12 

seat, or in a bunk, separated and screened from the flight deck and passengers, and reasonably free 

from disturbance, planned flight duty periods could be extended. Adequate rest facilities 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: traffic density; navigational and communication facilities; 

rhythm of work/sleep cycle; number of 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 duty 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 reporting 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 limitations 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 the 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 interest 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 duties 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 defined 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 members are free of all duties. 

Standby. A defined period of time during which a flight or cabin crew member 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 member from place to place as a passenger at 

the behest of the operator. 

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

Suitable accommodation. A furnished bedroom which provides for 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 limitations 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 operations manuals those elements of this example 

that are appropriate to the operations they undertake. If operations are planned that cannot be 

managed within the limitations published in the example, a variation may be requested. In this case, 

and before a variation is approved, an operator should 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 needed 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 crew 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 fatigued 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 apply 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 (whether 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 time 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 reflect 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 record 
16 

purposes, the pre-flight report time should count both 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 reporting 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 the 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 plan 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 cabin 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 flight 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 period 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 facilitate inspection by the operator’s authorized 

personnel and audit by the State of the Operator. 

4.11.2 The operator should ensure that these records 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 records should be submitted. 

4.11.4 Flight crew members should maintain a personal 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 passengers.

1.1 The different types of medical supplies should 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 recommended 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 external defibrillators (AED) on aeroplanes. However, 

many operators carry them because they offer the only effective treatment 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 sector lengths. The carriage of AEDs should be 

determined by operators on the basis of a risk assessment 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 readily accessible to cabin crew, and, in view of the 
19 

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 contained 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, antidiarrhoeic 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 

 — Antacid 
20 

 — Antihistamine 

 4.1.2 Universal precaution kit

— Dry powder that can convert small liquid 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 (electronic 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

 — steroids
21 

 — sedatives

 — ergometrine

 — where compatible 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 example this Attachment is to illustrate the provide guidance as to level 

of performance intended by the provisions of Chapter 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 Attachment 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 exampleAttachment is not intended for application to aeroplanes having short takeoff and landing (STOL) or vertical take-off and landing (VTOL) capabilities. 

 No detailed study has been made of the applicability of this example to operations in all-weather 

conditions. The validity of this example has not therefore been established for operations which may 

involve low decision heights and be associated with low minima operating techniques and procedures.

Editorial Note.— All definitions in Examples 1 and 2 have 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 described 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 level 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 point 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 ground 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 gradient 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 and 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 not) 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 roll, the effect will be far more significant than if it 

were encountered early in take-off while at low speed. 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 above. 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 

VS0. A stalling speed or minimum steady flight speed in the landing configuration. (Note.— See 

Example 1, 2.4.) 

VS1. 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,’ ’V1,‘ ‘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 14 to 57 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 observance of these provisions unnecessary for safety. 

 1. 3.2 Compliance with 14 to 57 should is to be established using performance data in the 

flight manual and in accordance with other applicable operating requirements. In no case should the 

limitations in the flight manual be exceeded. However, additional limitations 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 

 24.1 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. 

 24.2 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. 

 24.3 No aeroplane is taken off should commence a take-off at a mass which exceeds the 

mass at which, in accordance with the minimum distances for take-off scheduled in the flight manual, 

compliance with 24.3.1 to 24.3.3 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 existing at the time of take-off.

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

off run available. 

 24.3.2 The accelerate-stop distance required does should not exceed the length of the 

runway plus the length of the stopway, where present the accelerate-stop distance available. 

 24.3.3 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 case 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 V1 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 headwind 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 specifications 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 

 35.1 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) vertically 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 35.1.3 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 allowable 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 net 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. 

 35.1.1 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 precision as for operations specified in 35.1.1 a), 

obstacles at a distance greater than 300 m (1000 ft) on either side of the intended track need 

not be cleared. 

 35.1.2 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 35.1.1 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. 

 35.1.3 Where the intended track includes changes 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 and flight path including the distance increments 

resulting from increased operating speeds. The net take-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. 

46. En-route limitations 

46.1 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 5.27.3) are complied with and where it is expected that a safe landing can 

be made, unless it complies with 46.3.1.1. 

Note.— For the authorization of extended range operations by aeroplanes with two turbine 

engines, see 4.7 of this Part.

46.2 One engine inoperative 

 46.2.1 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 46.2.1.1 or 46.2.1.2 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. The 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. 

 46.2.1.1 The slope of the net flight path is positive 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. 

 46..2.1.2 The net flight path is such as to permit the aeroplane to continue flight from the 
27 

cruising altitude to an aerodrome where a landing 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 46.2.1.2.1 to 46.2.1.2.5 

inclusive are applied. 

 46.2.1.2.1 The engine is assumed to fail at the most critical point along the route, allowance 

being made for indecision and navigational error. 

 46.2.1.2.2 Account is taken of the effects of winds on the flight path. 

 46.2.1.2.3 Fuel jettisoning is permitted to an extent consistent with reaching the aerodrome with 

satisfactory fuel reserves, if a safe procedure is used. 

 46.2.1.2.4 The aerodrome, where the aeroplane is assumed to land after engine failure, is 

specified in the operational flight plan and it meets the appropriate aerodrome operating minima at the 

expected time of use. 

 46.2.1.2.5 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. 

46.3 Two engines inoperative - aeroplanes with three or more engines 

 46.3.1 Aeroplanes which do not comply with 46.1 should comply with 4 6.3.1.1. 

 46.3.1.1 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 from the point where two engines are assumed to fail 

simultaneously, to an aerodrome at which the landing distance specification for alternate aerodromes 

(see 5.27.3) 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 their use on the net flight path data is taken into 

account. The provisions of 46.3.1.1.1 to 46.3.1.1.5 inclusive apply. 

 46.3.1.1.1 The two engines are assumed to fail at the 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 5.27.3) is 

complied with and where it is expected that a safe landing can be made. 

 46.3.1.1.2 The net flight path has a positive slope at 450 m (1 500 ft) above the aerodrome 

where the landing is assumed to be made after the failure of two engines. 

 46.3.1.1.3 Fuel jettisoning is permitted to an extent consistent with 46.3.1.1.4, if a safe 

procedure is used. 

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

considered to be not less than that which would include 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. 

 46.3.1.1.5 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 

57. Landing limitations 

57.1 Aerodrome of destination - dry runways 

 57.1.1 No aeroplane should commence a take off is taken off at a mass in excess of that 

which, in accordance with the landing 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 within the effective length of the runway, this length 

being as declared by the aerodrome authorities with regard to the obstructions in the approach. from 

15.2 m (50 ft) above the threshold: 

a) for turbo jet powered aeroplanes, within 60 per 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 suitable methods for dealing with accountability 

for wet and dry runways.

 57.1.1.3 1 It is assumed that the aeroplane is landed on the most favourable runway and in the 

most favourable direction in still air. 

 57.1.1.4.2 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.). 

 57.1.1.5 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 designated 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 specific 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 with 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 which 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) need 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 aerodrome unless the aeroplane, at the 

mass anticipated at the time of arrival at such aerodrome, can comply with 57.1 and either 7.2.1 or 

7.2.2, in accordance with the landing distance required as shown in the flight 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 Operator, 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 landing, 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 achieved 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 safety 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 Operator 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; 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 system 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 level 
31 

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 clearly 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 programme 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 the 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; and

d) aims to make continuous improvement 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 organization implement a safety management system acceptable to 
32 

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 the minimum requirements for SMS implementation. 
33 

The implementation of the framework shall be commensurate 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 shall define the organization’s safety policy which 

shall be in accordance with international and national requirements, and which shall be signed by the 

accountable executive of the organization. The safety 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 shall be communicated, with visible endorsement, 

throughout the organization. The safety policy shall 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 and 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 functions, as well as of employees, with respect to the 

safety performance of the SMS. Safety responsibilities, accountabilities and authorities shall be 

documented and communicated throughout the organization, 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 organization shall identify a safety manager to be the responsible 

individual and focal point for the implementation 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 maintenance 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 the organization’s safety objectives. The organization 

shall develop and maintain SMS documentation describing the safety policy and objectives, the SMS 

requirements, the SMS processes and 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 develop 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 shall 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 predictive methods of safety data collection. 

2.2 Safety risk assessment and mitigation 

The operator/approved maintenance organization shall 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 maintain the means to verify the 

safety performance of the organization, and to validate the effectiveness of safety risks controls. The 

safety performance of the organization 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 maintenance 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 performance 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 maintenance 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 shall 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 maintenance 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 components 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 must be viewed as complementary, yet distinct 

frameworks. This attachment also includes a brief 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 for the service provider’s SMS 

2.2 Agreement on the service provider’s safety performance 
36 

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 and 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 legislative framework and specific regulations, in 

compliance with international and national standards, 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 safety in the State, and the establishment of the 

roles, responsibilities and relationships of such organizations. The safety legislative framework and 

specific regulations are periodically reviewed to ensure they remain relevant and appropriate to the 

State. 

1.2 State safety responsibilities and accountabilities 

The State has identified, defined and documented the requirements, responsibilities and 

accountabilities regarding the establishment and maintenance 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 includes 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 management of safety in the State. In the operation 

of the SSP, the State maintains the independence of the accident and incident investigation 

organization from other State aviation organizations. 

1.4 Enforcement policy 

The State has promulgated an enforcement policy that establishes the conditions and circumstances 

under which service providers are allowed to deal with, and resolve, events involving certain safety 

deviations internally, within the context of the service provider safety management 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 requirements, 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 providers 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 effective monitoring of the eight critical elements of 

safety oversight function. The State has also established 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 the 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 level. The State has also established mechanisms to 

develop information from the stored data, and to actively 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 surveys towards those areas 

of greater safety concern or need, as identified by the analysis of data 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 organizations, 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 awareness of safety risks and two-way communication of 

safety-relevant information to support, among service providers, the development of an organizational 

culture that fosters an effective and efficient SMS. 

End of new text. 

— END —