FLIGHT OPERATIONS REQUIREMENTS

SEC 2 CHAP 3-1

HELICOPTERS

CHAPTER 3

HELICOPTER PERFORMANCE
OPERATING LIMITATIONS

3.1 GENERAL

3.1.1 Helicopters shall be operated in accordance with a code of performance, established by

either the State of Design when such a code has been established or as per Appendix 6 of
this FOR when such a code has not been established by the State of Design, in
compliance with the applicable requirements of this chapter.

Note 1. The code of performance reflects, for the conduct of operations, both the various
phases of flight and the operational environment.

3.1.2 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.

Note. Guidance on appropriate consideration is contained in ICAO ANNEX 6 PART III

Attachment A, 2.4.

3.1.2.1 Where performance Class 3 helicopters are permitted to operate in IMC operations,
such operations shall be conducted in accordance with the provisions of 3.4.

3.1.3 RESERVED

3.1.4 Where helicopters are operated to or from heliports in a congested hostile environment,
the DG, CAAN shall specify the requirements to enable these operations to be conducted
in a manner that gives appropriate consideration for the risk associated with an engine
failure.

Note. Guidance on appropriate consideration is contained in ICAO ANNEX 6 PART III

Attachment A, 2.4.

3.2 APPLICABLE TO HELICOPTERS CERTIFICATED IN ACCORDANCE WITH PART IV

OF ANNEX 8

3.2.1 The requirements contained in 3.2.2 to 3.2.7 inclusive are applicable to the helicopters to
which Part IV of Annex 8 is applicable.

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HELICOPTERS

Note. The following requirements do not include quantitative specifications comparable to

those found in national airworthiness codes. In accordance with 3.1.1, they are to be
supplemented by national requirements.

3.2.2 The level of performance defined by the appropriate parts of the code of performance
referred to in 3.1.1 for the helicopters designated in 3.2.1 shall be consistent with the
overall level embodied in the requirements of this chapter.

3.2.3 A helicopter shall be operated in compliance with the terms of its Certificate Of
Airworthiness and within the approved operating limitations contained in its Aircraft Flight
Manual.

3.2.4 Every precaution shall be taken by the operator as are reasonably possible to ensure that
the general level of safety contemplated by these provisions is maintained under all
expected operating conditions, including those not covered specifically by the provisions
of this chapter.

3.2.5 A flight shall not be commenced unless the performance information provided in the
Aircraft Flight Manual indicates that the requirements of 3.2.6 and 3.2.7 can be complied
with for the flight to be undertaken.

3.2.6 a) In applying the requirements of this chapter, account shall be taken of all factors that
significantly affect the performance of the helicopter, such as:

(i) mass,
(ii) operating procedures,
(iii) the pressure-altitude appropriate to the elevation of the operating site,
(iv) temperature,
(v) wind, and
(vi) condition of the surface.

b) 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 code of performance in accordance with which the
helicopter is being operated.

3.2.7 Mass limitations

a) The mass of the helicopter at the start of take-off shall not exceed the mass at which
the code of performance referred to in 3.1.1 is complied with, allowing for expected
reductions in mass as the flight proceeds and for such fuel jettisoning as is appropriate.

b) In no case shall the mass at the start of take-off exceed the maximum take-off mass
specified in the helicopter flight manual taking into account the factors specified in 3.2.6.

c) In no case shall the estimated mass for the expected time of landing at the destination
and at any alternate exceed the maximum landing mass specified in the helicopter flight
manual taking into account the factors specified in 3.2.6.

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HELICOPTERS

d) In no case shall the mass at the start of take-off, or at the expected time of landing at
the destination and at any alternate, exceed the relevant maximum mass at which
compliance has been demonstrated with the applicable noise certification Standards in
ICAO Annex 16, Volume I, unless otherwise authorized in exceptional circumstances
for a certain operating site where there is no noise disturbance problem, by the
competent authority of the State in which the operating site is situated.

3.2.7.1 In developing a code of performance, CAAN shall apply the Standards of 3.2.7.2, 3.2.7.3
and 3.2.7.4.

3.2.7.2 Take-off and initial climb phase

3.2.7.2.1 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 until the helicopter is in a position to comply with 3.2.7.3.1.

3.2.7.2.2 Operations in performance Class 2. The helicopter shall be able, in the 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 until the helicopter is
in a position to comply with 3.2.7.3.1. Before the DPATO, failure of the critical engine
may cause the helicopter to force-land; therefore the conditions stated in 3.1.2 shall
apply.

3.2.7.2.3 Operations in performance Class 3. At any point of the flight path, failure of an engine
will cause the helicopter to force-land; therefore the conditions stated in 3.1.2 shall
apply.

3.2.7.3 En-route phase

3.2.7.3.1 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 of 3.2.7.4.1 for operations in performance Class
1, or the conditions of 3.2.7.4.2 for operations in performance Class 2 can be met,
without flying below the appropriate minimum flight altitude at any point.

Note. When the en-route phase is conducted over a hostile environment and the diversion
time to an alternate would exceed two hours, it is recommended that the State of the
Operator assess the risks associated with a second engine failure.

3.2.7.3.2 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; therefore the conditions
stated in 3.1.2 shall apply.

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HELICOPTERS

3.2.7.4 Approach and landing phase

3.2.7.4.1 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 equivalent to that specified in 3.2.7.2.1. 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.

3.2.7.4.2 Operations in performance Class 2. In the event of the failure of the critical engine
before the DPBL, 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 equivalent to that specified in 3.2.7.2.2. After the
DPBL, failure of an engine may cause the helicopter to force-land; therefore the
conditions stated in 3.1.2 shall apply.

3.2.7.4.3 Operations in performance Class 3. At any point of the flight path, failure of an engine
will cause the helicopter to force-land; therefore the conditions stated in 3.1.2 shall
apply.

3.3 OBSTACLE DATA

The operator shall use available obstacle data to develop procedures to comply with the take-
off, initial climb, approach and landing phases detailed in the code of performance established
by the DG, CAAN or the State of the Operator.

3.4 ADDITIONAL REQUIREMENTS FOR OPERATIONS OF HELICOPTERS IN

PERFORMANCE CLASS 3 IN IMC, EXCEPT SPECIAL VFR FLIGHTS

3.4.1 Operations in performance Class 3 in IMC shall be conducted only over a surface
environment acceptable to the DG, CAAN or the competent authority of the State over
which the operations are performed.

3.4.2 In approving operations by helicopters operating in performance Class 3 in IMC, the DG,
CAAN or the State of the Operator shall ensure that the helicopter is certificated for flight
under IFR and that the overall level of safety intended by the provisions of Annexes 6 and
8 is provided by:

a) the reliability of the engines;

b) the operators maintenance procedures, operating practices and crew training

programmes; and

c) equipment and other requirements provided in accordance with Appendix 2.

Note. Guidance on additional requirements for operations of helicopters in performance Class

3 in IMC is contained in Appendix 2.

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3.4.3 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.

3.4.4 RESERVED

3.5 RESERVED

3.6 LOADING OF HELICOPTER

3.6.1 Before the commencement of a public transport flight, the operator, or the person in
charge of the loading of the aircraft or the pilot-in-command, shall prepare load and trim
sheets that shall contain:

i) the registration mark of the aircraft to which the load and trim sheets relate;
ii) particulars of the intended flight;
iii) the total mass of the aircraft as loaded for that flight;
iv) the mass of several items from which the total mass of the aircraft has been
calculated including, in particular, the mass of the aircraft prepared for service and
the respective total mass of the crew (unless included in the mass of the aircraft
prepared for service), passengers, baggage, and cargo intended to be carried on the
flight;
v) the manner in which the load is distributed and the resulting position of the centre of
gravity of the aircraft;

3.6.2 Load and trim sheets shall be signed by the Operator, or the person(s) identified by the
Operator as responsible for despatching the aircraft who is duly trained and certified, as
certifying that it has been loaded in accordance with the instructions issued by the
operator and approved by the Director General, CAAN.

3.6.3 For the purpose of calculating the total mass of the aircraft, the respective total mass of
the passengers and crew entered in the load and trim sheets shall be computed from the
actual mass of each person, and for that purpose, each person shall be separately
weighed except that in cases of an aircraft which has a seating capacity of 19 or more
passengers or where facilities are not available to weigh every individual passenger, the
total mass of the passengers and the crew shall be calculated by using the values in the
following tabulation;
Nepalese All other
and Asian foreign
passengers passengers

Males over 12 years of age 75 kgs. 90 kgs.

Females over 12 years of age 65kgs. 75 kgs.
Children over 2 years, but not over 12 years of age. 35 kgs. 40 kgs.
Infants 2 years old or less .. 10 kgs. 10 kgs.

Note: An average of 5 kgs hand baggage per person shall be added to the adult passenger
weights.

5TH EDITION
JULY 2013
CIVIL AVI ATION AUTHORITY NEP AL