The helicopter air transport flight operation is applicable to all helicopters engaged in international commercial air transport operations or in international general aviation operations, except that these Standards and Recommended Practices are not applicable to helicopters engaged in aerial work.
The pilot-in-command shall be responsible for the operation, safety and security of the helicopter and the safety of all crew members, passengers and cargo on board from the moment the engine(s) are started until the helicopter finally comes to rest at the end of the flight, with the engine(s) shut down and the rotor blades stopped
The pilot-in-command shall be responsible for reporting all known or suspected defects in the helicopter, to the operator, at the termination of the flight.
The pilot-in-command shall ensure that a flight will not be commenced unless it has been ascertained by every reasonable means available that the ground (or water), including radio communication or navigation aids available are adequate for the type of operation under which the flight is to be conducted.
Checklists shall be used by flight crews during all phases of operations, and in emergencies, to ensure compliance with the operating procedures contained in the helicopter operating manual.
The flight crew shall not operate flights on routes at altitudes lower than the minimum flight altitude established by the responsible state flown over (found on charts publications).
The flight crew shall not operate to or from an aerodrome using operating minima lower than those which may be established for that aerodrome by the state in which it is located (except specific approval).
Operations with helicopters equipped with automatic landing systems, a HUD or equivalent displays, enhanced vision system EVS, synthetic vision system SVS or combined vision system CVS can be approved. Such approvals shall not affect the classification of the instrument approach procedure.
The operating minima for each heliport or landing location which will apply to any particular operation, full account shall be taken of:
Instrument approach operations shall be classified based on the designed lowest operating minima below which an approach operation shall only be continued with the required visual reference as follows
Category II and Category III instrument approach and landing operations shall not be authorized unless RVR information is provided.
Recommendation: For instrument approach operations, heliport or landing location operating minima below 800 m visibility should not be authorized unless RVR information or an accurate measurement or observation of visibility is provided.
A flight shall not be commenced until flight preparation forms have been completed certifying that the pilot-in-command is satisfied that:
- The helicopter is airworthy
- The instruments and equipment for the particular type of operation to be undertaken, are installed and sufficient for the flight
- The mass of the helicopter and the centre of gravity are such that the flight can be conducted safely, taking into account the flight conditions expected
- A check has been completed indicating that the operating limitation can be complied with for the flight to be undertaken
- The operational flight planning is in compliance with the standards
An operational flight plan shall be completed for every intended flight.
A take-off alternate heliport shall be selected and specified in the operational flight plan if the weather conditions at the heliport of departure are at or below the applicable heliport operating minima.
For a heliport to be selected as a take-off alternate, the available information shall indicate that, at the estimated time of use, the conditions will be at or above the heliport operating minima for that operation.
For a flight to be conducted in accordance with the instrument flight rules, at least one destination alternate aerodrome shall be selected and specified in the operational flight plan unless:
Recommendation: For a flight departing to a destination which is forecast to be below the heliport operating minima, two destination alternates should be selected. The first destination alternate should be at or above the heliport operating minima for destination and the second at or above the heliport operating minima for alternate.
When an offshore alternate heliport is specified, it shall be specified subject to the following:
Recommendation: Offshore alternate heliports should not be used when it is possible to carry enough fuel to have an onshore alternate. Offshore alternate heliports should not be used in a hostile environment.
The specific safety risk assessment to select an alternate aerodrome shall include at least the:
A flight to be conducted in accordance with the visual flight rules (VFR) shall not be commenced unless current meteorological reports or a combination of current reports and forecasts indicate that the meteorological conditions along the route or that part of the route to be flown under visual flight rules will, at the appropriate time, be such as to enable compliance with these rules.
A flight to be conducted in accordance with the instrument flight rules (IFR) shall not be commenced unless information is available which indicates that conditions at the destination heliport or landing location or, when an alternate is required, at least one alternate heliport will, at the estimated time of arrival, be at or above the heliport operating minima.
A flight to be operated in known or expected icing conditions shall not be commenced unless the helicopter is certificated and equipped to cope with such conditions.
A flight shall not be commenced unless, taking into account both the meteorological conditions and any delays that are expected in flight, the helicopter carries sufficient fuel and oil to ensure that it can safely complete the flight. In addition, a reserve shall be carried to provide for contingencies.
The fuel and oil carried shall, in the case of VFR operations, be at least the amount to allow the helicopter to:
The fuel and oil carried shall, in the case of IFR operations, be at least the amount to allow the helicopter:
In computing the fuel and oil at least the following shall be considered:
The use of fuel after flight commencement for purposes other than originally intended during pre-flight planning shall require a re-analysis and, if applicable, adjustment of the planned operation.
In-flight fuel checks and fuel management shall be performed. The pilot-in-command shall continually ensure that the amount of usable fuel remaining on board is not less than the fuel required to proceed to an aerodrome where a safe landing can be made with the planned final reserve fuel remaining upon landing.
The pilot-in-command shall advise ATC of a minimum fuel state by declaring MINIMUM FUEL, when the pilot calculates that any change to the existing clearance to that aerodrome may result in landing with less than the planned final reserve fuel.
MINIMUM FUEL declaration informs ATC that all planned aerodrome options have been reduced to a specific aerodrome of intended landing and any change to the existing clearance may result in landing with less than the planned final reserve fuel.
MINIMUM FUEL is not an emergency situation but an indication that an emergency situation is possible should any additional delay occur.
The pilot-in-command shall declare a situation of fuel emergency by broadcasting MAYDAY MAYDAY MAYDAY FUEL, when the calculated usable fuel predicted to be available upon landing at the nearest aerodrome where a safe landing can be made is less than the planned final reserve fuel.
The words "MAYDAY FUEL" describe the nature of the distress conditions.
A flight shall not be continued towards the aerodrome of intended landing if the latest available information indicates that at the expected time of arrival, a landing cannot be made in compliance with the operating minima.
A flight shall not be continued towards the heliport of intended landing, unless the latest available information indicates that at the expected time of arrival, a landing can be effected at that heliport, or at least one destination alternate heliport, in compliance with the operating minima described above.
An instrument approach shall not be continued below 300 m or 1000 ft above the heliport elevation or into the final approach segment unless the reported visibility or controlling RVR is at or above the heliport operating minima.
Hazardous flight conditions encountered, other than those associated with meteorological conditions, shall be reported to the appropriate air traffic controller as soon as possible.
Any change in the ATS flight plan shall be coordinated with the air traffic controller unit.
All helicopters operated in accordance with IFR shall comply with the instrument approach procedures approved by the State in which the heliport is located.
The operator should ensure that take-off and landing procedures take into account the need to minimize the effect of helicopter noise.
The pilot-in-command shall monitor the amount of usable fuel remaining on board to ensure it is not less than the fuel required to proceed to a landing site where a safe landing can be made with the planned final reserve fuel remaining.
The pilot-in-command shall advise ATC of a minimum fuel state by declaring MINIMUM FUEL when, having committed to land at a specific landing site, the pilot calculates that any change to the existing clearance to that landing site, or other air traffic delays, may result in landing with less than the planned final reserve fuel.
The pilot-in-command shall declare a situation of fuel emergency by broadcasting MAYDAY MAYDAY MAYDAY FUEL, when the usable fuel estimated to be available upon landing at the nearest landing site where a safe landing can be made is less than the required final reserve fuel.
The documentation will not present the following items as they are not used in the IVAO network:
Helicopters shall be operated in accordance with a code of performance established by the State of the Operator, in compliance with the applicable Standards of this chapter.
In conditions where the safe continuation of flight is not ensured in the event of a critical engine failure, helicopter operations shall be conducted in a manner that gives appropriate consideration for achieving a safe forced landing.
A helicopter shall be operated in compliance with the terms of its certificate of airworthiness and within the approved operating limitations contained in its flight manual.
In no case, the mass at the start of take-off will exceed the maximum take-off mass specified in the flight manual for the pressure-altitude appropriate to the elevation of the aerodrome.
In no case, the estimated mass for expected time of landing at the aerodrome of intended landing and at any destination alternate aerodrome will exceed the maximum landing mass specified in the flight manual for the pressure-altitude appropriate to the elevation of the aerodrome.
For operations in performance Class 1, the helicopter shall be able, in the event of the failure of the critical engine being recognized at or before the take-off decision point, to discontinue the take-off and stop within the rejected takeoff area available or, in the event of the failure of the critical engine being recognized at or after the take-off decision point, to continue the take-off, clearing all obstacles along the flight path by an adequate margin.
For operations in performance Class 2, the helicopter shall be able, in he event of the failure of the critical engine at any time after reaching DPATO, to continue the take-off, clearing all obstacles along the flight path by an adequate margin.
For operations in performance Class 3, at any point of the flight path, failure of an engine will cause the helicopter to force-land.
For operations in performance Classes 1 and 2, the helicopter shall be able, in the event of the failure of the critical engine at any point in the en-route phase, to continue the flight to a site at which the conditions for operations in performance Class 1, or the conditions for operations in performance Class 2 can be met, without flying below the appropriate minimum flight altitude at any point.
For operations in performance Class 3, the helicopter shall be able, with all engines operating, to continue along its intended route or planned diversions without flying at any point below the appropriate minimum flight altitude. At any point of the flight path, failure of an engine will cause the helicopter to force-land.
For operations in performance Class 1, in the event of the failure of the critical engine being recognized at any point during the approach and landing phase, before the landing decision point, the helicopter shall, at the destination and at any alternate, after clearing all obstacles in the approach path, be able to land and stop within the landing distance available or to perform a balked landing and clear all obstacles in the flight path by an adequate margin. In case of the failure occurring after the landing decision point, the helicopter shall be able to land and stop within the landing distance available
For operations in performance Class 2, in the event of the failure of the critical engine before the DPBL (Defined Point Before Landing), the helicopter shall, at the destination and at any alternate, after clearing all obstacles in the approach path, be able either to land and stop within the landing distance available or to perform a balked landing and clear all obstacles in the flight path by an adequate margin. After the DPBL, failure of an engine may cause the helicopter to force-land.
For operations in performance Class 3, at any point of the flight path, failure of an engine will cause the helicopter to force-land.
Operations in performance Class 3 in IMC shall be conducted only over a surface environment acceptable to the competent authority of the State over which the operations are performed.
Operators of helicopters operating in performance Class 3 in IMC shall have a programme for engine trend monitoring and shall utilize the engine and helicopter manufacturers' recommended instruments, systems and operational/maintenance procedures to monitor the engines.
This chapter will not present the items non applicable for a daily use in the IVAO network like medical supplies, fire extinguishers, seat belt, flight recorder, voice recorder, data link recorder, life jacket, oxygen.
A helicopter shall be equipped with instruments that will enable the flight crew to control the flight path of the helicopter, carry out any required procedural manoeuvres and observe the operating limitations of the helicopter in the expected operating conditions.
Except as may be otherwise authorized by the appropriate authority, all helicopters shall be equipped with a pressure-altitude reporting transponder.
All helicopters when operating in accordance with VFR by day shall be equipped with:
All helicopters when operating in accordance with VFR by night shall be equipped with:
and the following lights:
All helicopters when operating in accordance with IFR, or when the helicopter cannot be maintained in a desired attitude without reference to one or more flight instruments, shall be equipped with:
All helicopters when operating in accordance with IFR shall be fitted with an emergency power supply, independent of the main electrical generating system, for the purpose of operating and illuminating, for a minimum period of 30 minutes, an attitude indicating instrument (artificial horizon), clearly visible to the pilot-in-command. The emergency power supply shall be automatically operative after the total failure of the main electrical generating system and clear indication shall be given on the instrument panel that the attitude indicator(s) is being operated by emergency power.
All helicopters intended to be flown over water shall be fitted with a permanent or rapidly deployable means of flotation so as to ensure a safe ditching of the helicopter when:
All helicopters shall be equipped with suitable anti-icing and/or de-icing devices when operated in circumstances in which icing conditions are reported to exist or are expected to be encountered.
An helicopter shall be provided with radio communication equipment capable of:
and with such other aeronautical stations and on such frequencies as may be prescribed by the appropriate authority.
The radio communication equipment shall provide for communications on the aeronautical emergency frequency 121.5MHz.
An helicopter shall be provided with navigation equipment which will enable it to proceed:
The helicopter shall be sufficiently provided with navigation equipment to ensure that, in the event of the failure of one item of equipment at any stage of the flight, the remaining equipment will enable the aeroplane to navigate in accordance with the previous requirement.
For operations where a navigation specification for performance-based navigation (PBN) has been prescribed, an helicopter shall, in addition to the previous requirements be provided with navigation equipment which will enable it to operate in accordance with the prescribed navigation specifications.
A helicopter shall be provided with surveillance equipment which will enable it to operate in accordance with the requirements of air traffic services.
The documentation will not present the following items as they are not used in the IVAO network: