GOVERNMENT OF INDIA

OFFICE OF THE DIRECTOR GENERAL OF CIVIL AVIATION

TECHNICAL CENTRE, OPP SAFDURJUNG AIRPORT, NEW DELHI - 110003

CIVIL AVIATION REQUIREMENTS

SECTION 8 – OPERATIONS
SERIES O PART V
ISSUE II, DATED 28TH MARCH 2017 REV. 1 EFFECTIVE: 31st OCT 2018

F. No.: AV 22024/01/2011-FSD

Subject: OPERATION OF GENERAL AVIATION HELICOPTERS

INTRODUCTION

This CAR lays down provisions for a helicopter operation other than commercial air
transport operation or an aerial work operation for helicopters registered in India and
engaged in general aviation and lays down the minimum operational, equipment and
instrument requirements.

APPLICABILITY

This CAR is applicable to operation of helicopters, and all pilots flying helicopters, in
General Aviation. This CAR has been issued under the provision of Rule 29C and
Rule 133A of the Aircraft Rules 1937, for adoption of the minimum operational,
equipment and instrument requirement of ICAO and is in conformity with Annex 6 Part
III.

DEFINITIONS

Aerial work. An aircraft operation in which an aircraft is used for specialized services
such as agriculture, construction, photography, surveying, observation and patrol,
search and rescue, aerial advertisement, etc.

Aerodrome. A defined area on land or water (including any buildings, installations and
equipment) intended to be used either wholly or in part for the arrival, departure and
surface movement of aircraft.

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Aircraft. Any machine that can derive support in the atmosphere from the reactions
of the air other than the reactions of the air against the earth’s surface.

Aircraft operating manual. A manual, acceptable to DGCA containing normal,

abnormal and emergency procedures, checklists, limitations, performance
information, details of the aircraft systems and other material relevant to the operation
of the aircraft.

Note. The aircraft operating manual is part of the Operations manual.

Air Operator Certificate. An operating certificate or an equivalent document issued

by DGCA authorizing an operator to carry out specified commercial air transport
operations.

Air traffic service (ATS). A generic term meaning variously, flight information service,
alerting service, air traffic advisory service, air traffic control service (area control
service, approach control service or aerodrome control service).

Airworthy. The status of an aircraft, engine, propeller or part when it conforms to its
approved design and is in a condition for safe operation.

Alternate heliport. A heliport to which a helicopter may proceed when it becomes

either impossible or inadvisable to proceed to or to land at the heliport of intended
landing. Alternate heliports include the following:

(a) Take-off alternate. An alternate heliport at which a helicopter can land should
this become necessary shortly after takeoff and it is not possible to use the
heliport of departure.

(b) En-route alternate. A heliport at which a helicopter would be able to land after
experiencing an abnormal or emergency condition while en route.

(c) Destination alternate. An alternate heliport to which a helicopter may proceed

should it become either impossible or inadvisable to land at the heliport of
intended landing.

Note. — The heliport from which a flight departs may be an en-route or a

destination alternate heliport for that flight.

Approach and landing phase - helicopters. That part of the flight from 300 m (1000
ft) above the elevation of the final approach and take-off area (FATO), if the flight is
planned to exceed this height, or from the commencement of the descent in the other
cases, to landing or to the balked landing point.

Appropriate airworthiness requirements. The comprehensive and detailed

airworthiness codes established, adopted or accepted by a Contracting State for the
class of aircraft, engine or propeller under consideration.

Area navigation (RNAV). A method of navigation which permits aircraft operation on

any desired flight path within the coverage of ground- or space-based navigation

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aids or within the limits of the capability of self-contained aids, or a combination of

these.

Note. - Area navigation includes performance-based navigation as well as other

operations that do not meet the definition of performance-based navigation.

Cabin crew member. A crew member who performs, in the interest of 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.

Category A. With respect to helicopters, means a multi-engine helicopter designed

with engine and system isolation features capable of operations using take-off and
landing data scheduled under a critical engine failure concept which assures adequate
designated surface area and adequate performance capability for continued safe flight
or safe rejected take-off.

Category B. With respect to helicopters, means a single-engine or multi-engine

helicopter which does not meet Category A standards. Category B helicopters have
no guaranteed capability to continue safe flight in the event of an engine failure, and a
forced landing is assumed.

Charter Operations means an operation for hire and reward in which the departure
time, departure location and arrival locations are specially negotiated and agreed with
the customer or the customer's representative for entire aircraft. No ticket is sold to
individual passenger for such operation.

Combined Vision System (CVS). A system to display images from a combination of

an enhanced vision system (EVS) and a synthetic vision system (SVS).

Commercial air transport operation. An aircraft operation involving the transport of

passengers, cargo or mail for remuneration or hire.

Configuration deviation list (CDL). A list established by the organization responsible

for the type design with the approval of the State of Design which identifies any
external parts of an aircraft type which may be missing at the commencement of a
flight, and which contains, where necessary, any information on associated operating
limitations and performance correction.

Congested area. In relation to a city, town or settlement, any area which is

substantially used for residential, commercial or recreational purposes.

Congested Hostile Environment. A hostile environment within a congested area.

Continuing airworthiness. The set of processes by which all aircraft comply with the
applicable airworthiness requirements and remain in a condition for safe operation
throughout their operating life.

Continuing airworthiness records. Records which are related to the continuing

airworthiness status of an aircraft, engine, rotor or associated part.

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Continuous descent final approach (CDFA). A technique, consistent with stabilized

approach procedures, for flying the final approach segment of a non-precision
instrument approach procedure as a continuous descent, without level-off, from an
altitude/height at or above the final approach fix altitude/height to a point approximately
15 m (50 ft) above the landing runway threshold or the point where the flare manoeuvre
should begin for the type of aircraft flown.

Controlled Flight. Any flight which is subject to an air traffic control clearance.

Control Zone. A controlled airspace extending upwards from the surface of the earth
to a specified upper limit.

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

duty period.

D. The largest dimension of the helicopter when the rotors are turning.

Dangerous goods. Articles or substances which are capable of posing a risk to health,
safety, property or the environment and which are shown in the list of dangerous goods
in the Technical Instructions or which are classified according to those Instructions.

Note.- Dangerous goods are classified in Annex 18 Chapter 3 and Aircraft

(Carriage of Dangerous Goods) Rules, 2003

Decision altitude (DA) or decision height (DH). A specified altitude or height in the
precision approach or approach with vertical guidance at which a missed approach
must be initiated if the required visual reference to continue the approach has not been
established.

Note 1. Decision altitude (DA) is referenced to mean sea level and decision
height (DH) is referenced to the threshold elevation.

Note 2. The required visual reference means that section of the visual aids or of
the approach area which should have been in view, for sufficient time for the pilot
to have made an assessment of the aircraft position and rate of change of
position, in relation to the desired flight path. In Category III operations with a
decision height the required visual reference is that specified for the particular
procedure and operation.

Note 3. For convenience where both expressions they may be written in the form
“decision altitude/height” and abbreviated are used “DA/H”.

Defined point after take-off (DPATO). The point, within the take-off and initial climb
phase, before which the helicopter’s ability to continue the flight safely, with one engine
inoperative, is not assured and a forced landing may be required.

Note. Defined points apply to helicopters operating in performance Class 2 only.

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Defined point before landing (DPBL). The point, within the approach and landing
phase, after which the helicopter’s ability to continue the flight safely, with one engine
inoperative, is not assured and a forced landing may be required.

Note. Defined points apply to helicopters operating in performance Class 2 only.

Distance DR. DR is the horizontal distance that the helicopter has travelled from the
end of the take-off distance available.

Dry Operating Mass. The total mass of the helicopter when ready for a specific type
of operation excluding all usable fuel and traffic load.

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 a flight or cabin crew member is required by
an operator to report for or to commence a duty and ends when that person is free
from all duties.

Electronic Flight Bag (EFB). An electronic information system, comprised of

equipment and applications, for flight crew which allows for storing, updating,
displaying and processing of EFB functions to support flight operations or duties.

Elevated heliport. A heliport located on a raised structure on land.

Emergency locator transmitter (ELT). A generic term describing equipment which

broadcast distinctive signals on designated frequencies and, depending on
application, may be automatically activated by impact or be manually activated. An
ELT may be any of the following:

(a) Automatic fixed ELT (ELT (AF)). An automatically activated ELT which is
permanently attached to an aircraft.

(b) Automatic portable ELT (ELT(AP)). An automatically activated ELT which is

rigidly attached to an aircraft but readily removable from the aircraft.

(c) Automatic deployable ELT (ELT(AD)). An ELT which is rigidly attached to an

aircraft and which is automatically deployed and activated by impact, and, in
some cases also by hydrostatic sensors. Manual deployment is also provided.

(d) Survival ELT (ELT(S)). An ELT which is removable from an aircraft, stowed so
as to facilitate its ready use in an emergency, and manually activated by
survivors.

Engine. A unit used or intended to be used for aircraft propulsion. It consists of at least
those components and equipment necessary for functioning and control, but excludes
the propeller/rotors (if applicable).

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Enhanced vision system (EVS). A system to display electronic real-time images of

the external scene achieved through the use of image sensors.

Note. — EVS does not include night vision imaging systems (NVIS).

En-route phase. That part of the flight from the end of the take-off and initial climb
phase to the commencement of the approach and landing phase.

Note.- Where adequate obstacle clearance cannot be guaranteed visually, flights

must be planned to ensure that obstacles can be cleared by an appropriate
margin. In the event of failure of the critical engine, operators may need to adopt
alternative procedures.

Fatigue. A physiological state of reduced mental or physical performance capability

resulting from sleep loss, extended wakefulness, circadian phase, and/or workload
(mental and/or physical activity) that can impair a person’s alertness and ability to
adequately perform safety-related operational duties.

Fatigue risk management system (FRMS). A data-driven means of continuously

monitoring and managing fatigue-related safety risks, based upon scientific principles
and knowledge as well as operational experience that aims to ensure relevant
personnel are performing at adequate levels of alertness.

Final approach and take-off area (FATO). A defined area over which the final phase
of the approach manoeuvre to hover or landing is completed and from which the take-
off manoeuvre is commenced. Where the FATO is to be used by performance Class I
helicopters, the defined area includes the rejected take-off area available.

Final Approach Segment (FAS). That segment of an instrument approach procedure

in which alignment and descent for landing are accomplished.

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

Flight duty period. 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 aircraft 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.

Flight manual. A manual, associated with the certificate of airworthiness, containing

limitations within which the aircraft is to be considered airworthy, and instructions and
information necessary to the flight crew members for the safe operation of the aircraft.

Flight operations officer/ flight dispatcher. A person designated by the operator to

engage in the control and supervision of flight operations, whether licensed or not,
suitably qualified in accordance with CAR Section 7 Series ‘M’ Part II, who supports,
briefs, and/or assists the pilot-in-command in the safe conduct of the flight.

Flight plan. Specified information provided to air traffic services units, relative to an
intended flight or portion of a flight of an aircraft.

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Flight recorder. Any type of recorder installed in the aircraft for the purpose of
complementing accident / incident investigation.

Automatic deployable flight recorder (ADFR). A combination flight recorder

installed on the aircraft which is capable of automatically deploying from the
aircraft.

Flight safety documents system. A set of inter-related documentation established

by the operator, compiling and organizing information necessary for flight and ground
operations, and comprising, as a minimum, the operations manual and the operators’
maintenance control manual.

Flight simulation training device. Any one of the following three types of apparatus
in which flight conditions are simulated on the ground:

(a) a flight simulator which provides an accurate representation of the flight deck
of a particular aircraft type to the extent that the mechanical, electrical,
electronic, etc. aircraft systems control functions, the normal environment of
flight crew members, and the performance and flight characteristics of that type
of aircraft are realistically simulated;

(b) a flight procedures trainer which provides a realistic flight deck environment,
and which simulates instrument responses, simple control functions of
mechanical, electrical, electronic, etc. aircraft systems, and the performance
and flight characteristics of aircraft of a particular class;

(c) a basic instrument flight trainer which is equipped with appropriate instruments,
and which simulates the flight deck environment of an aircraft in flight in
instrument flight conditions.

Flight time - helicopters. The total time from the moment a helicopter’s rotor blades
start turning until the moment the helicopter finally comes to rest at the end of the flight,
and the rotor blades are stopped.

General aviation operation. An aircraft operation other than a commercial air

transport operation or an aerial work operation.

Ground handling. Services necessary for an aircraft’s arrival at, and departure from,
an airport, other than air traffic services.

Head-up display (HUD). A display system that presents flight information into the
pilot’s forward external field of view.

Helicopter. A heavier-than-air aircraft supported in flight chiefly by the reactions of the

air on one or more power-driven rotors on substantially vertical axes.

Helideck. A heliport located on a floating or fixed off-shore structure.

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Heliport. An aerodrome or a defined area on a structure intended to be used wholly

or in part for the arrival, departure and surface movement of helicopters.

Note 1. - When the term “heliport” is used, it is intended that the term also applies
to aerodromes primarily meant for the use of aeroplanes.

Note 2.- Helicopters may be operated to and from areas other than heliports.

Heliport operating minima. The limits of usability of a heliport for:

(a) take-off, expressed in terms of runway visual range and/or visibility and, if
necessary, cloud conditions;

(b) landing in 2D instrument approach operations, expressed in terms of visibility

and/or runway visual range, minimum descent altitude/height (MDA/H) and, if
necessary, cloud conditions; and

(c) landing in 3D instrument approach operations, expressed in terms of visibility

and/or runway visual range and decision altitude/height (DA/H) as appropriate
to the type and/or category of the operation.

Hostile environment. An environment in which:

(a) a safe forced landing cannot be accomplished because the surface and
surrounding environment are inadequate; or

(b) the helicopter occupants cannot be adequately protected from the elements; or

(c) search and rescue response/capability is not provided consistent with

anticipated exposure; or

(d) there is an unacceptable risk of endangering persons or property on the ground.

Human Factor Principles. Principles which apply to aeronautical design, certification,

training, operations, and maintenance and which seek safe interface between the
human and other system components by proper consideration to human performance.

Human Performance. Human capabilities and limitations which have an impact on

the safety and efficiency of aeronautical operations.

Instrument approach operations. An approach and landing using instruments for

navigation guidance based on an instrument approach procedure. There are two
methods for executing instrument approach operations:

(a) a two-dimensional (2D) instrument approach operation, using lateral

navigation guidance only; and

(b) a three-dimensional (3D) instrument approach operation, using both lateral

and vertical navigation guidance.

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Note. - Lateral and vertical navigation guidance refers to the guidance provided
either by:

(a) a ground-based radio navigation aid; or

(b) computer-generated navigation data from ground-based, space-based, self-

contained navigation aids or a combination of these.

Instrument approach procedure (IAP). A series of predetermined manoeuvres by

reference to flight instruments with specified protection from obstacles from the initial
approach fix, or where applicable, from the beginning of a defined arrival route to a
point from which a landing can be completed and thereafter, if a landing is not
completed, to a position at which holding or en-route obstacle clearance criteria apply.
Instrument approach procedures are classified as follows:

Non-precision approach (NPA) procedure. An instrument approach procedure

designed for 2D instrument approach operations Type A.

Note.— Non-precision approach procedures may be flown using a continuous

descent final approach (CDFA) technique. CDFAs with advisory VNAV
guidance calculated by on-board equipment are considered 3D instrument
approach operations. CDFAs with manual calculation of the required rate of
descent are considered 2D instrument approach operations. For more
information on CDFAs, refer to PANS-OPS (Doc 8168), Volume I, Part II,
Section 5.

Approach procedure with vertical guidance (APV). A performance-based

navigation (PBN) instrument approach procedure designed for 3D instrument
approach operations Type A.

Precision approach (PA) procedure. An instrument approach procedure based

on navigation systems (ILS, MLS, GLS and SBAS CAT I) designed for 3D
instrument approach operations Type A or B.

Note.— Refer to Para 2.2.8.3, for instrument approach operation types.

IFR flight. A flight conducted in accordance with the instrument flight rules.

Instrument meteorological conditions (IMC). Meteorological conditions expressed

in terms of visibility, distance from cloud, and ceiling less than the minima specified for
visual meteorological conditions.

Note. - The specified minima for visual meteorological conditions as contained in

CAR Section 9 Series 'C' Part I

Integrated survival suit. A survival suit which meets the combined requirement of
survival suit and life jacket

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Landing decision point (LDP). The point used in determining landing performance
from which, an engine failure occurring at this point, the landing may be safely
continued or a balked landing initiated.

Note.- LDP applies only to helicopters operating in performance Class I.

Landing distance available (LDAH). The length of the final approach and take-off
area plus any additional area declared available and suitable for helicopters to
complete the landing manoeuvre from a defined height.

Landing distance required (LDRH). The horizontal distance required to land and
come to a full stop from a point 15 m (50 ft) above the landing surface.

Maintenance.† The performance of tasks required to ensure the continuing

airworthiness of an aircraft, including any one or combination of overhaul, inspection,
replacement, defect rectification, and the embodiment of a modification or repair.

Maintenance. †† The performance of tasks on an aircraft, engine, propeller or

associated part required to ensure the continuing airworthiness of an aircraft, engine,
propeller or associated part including any one or combination of overhaul, inspection,
replacement, defect rectification, and the embodiment of a modification or repair.
† Applicable until 4 November 2020.
†† Applicable as of 5 November 2020.

Maintenance Organization’s Procedures Manual. A document endorsed by the

head of the maintenance organization which details the maintenance organization’s
structure and management responsibilities, scope of work, description of facilities,
maintenance procedures and quality assurance or inspection systems.

Maintenance programme. A document which describes the specific scheduled

maintenance tasks and their frequency of completion and related procedures, such as
a reliability programme, necessary for the safe operation of those aircraft to which it
applies.

Maintenance release.†† A document which contains a certification confirming that the

maintenance work to which it relates has been completed in a satisfactory manner,
either in accordance with appropriate airworthiness requirements.

Master minimum equipment list (MMEL). A list established for a particular aircraft
type by the organization responsible for the type design with the approval of the State
of Design containing items, one or more of which is permitted to be unserviceable at
the commencement of a flight. The MMEL may be associated with special operating
conditions, limitations or procedures.

Maximum mass. Maximum certificated take-off mass.

Minimum Descent Altitude (MDA) or Minimum Descent Height (MDH). A specified

altitude or height in a 2D instrument approach operation or circling approach operation
below which descent must not be made without the required visual reference.

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Note 1.- Minimum descent altitude (MDA) is referenced to mean sea level and
minimum descent height (MDH) is referenced to the aerodrome elevation or to
the threshold elevation if that is more than 2 m (7ft) below the heliport elevation.
A minimum descent height for a circling approach is referenced to the aerodrome
elevation.

Note 2.- The required visual reference means that section of the visual aids or of
the approach area which should have been in view for sufficient time for the pilot
to have made an assessment of the aircraft position and rate of change of
position, in relation to the desired flight path. In the case of a circling approach
the required visual reference is the runway environment.

Note 3. for convenience when both expressions are used they may be written in
the form “minimum descent altitude/ height” and abbreviated MDA/H.

Minimum equipment list (MEL). A list which provides for the operation of aircraft,
subject to specified conditions, with particular equipment inoperative, prepared by an
operator in conformity with, or more restrictive than, the MMEL established for the
aircraft type.

Modification. A change to the type design of an aircraft, engine or propeller.

Note.— a modification may also include the embodiment of the modification

which is a maintenance task subject to a maintenance release. Further
guidance on aircraft maintenance – modification and repair is contained in the
Airworthiness Manual (Doc 9760.

Mountain / Hill Flying. Operations to / from a helipad which is at or above 4000 feet
AMSL and with surrounding terrain above 4000 feet AMSL within a 10 nm radius.

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:

(a) 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.

(b) 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, RNAV1.

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

Note 2.- The term RNP, previously defined as “a statement of 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 CAR is now solely used in the context of

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navigation and specification 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-board performance monitoring and alerting that are
detailed in Doc 9613.

Night. The hours between the end of evening civil twilight and the beginning of
morning civil twilight or such other period between sunset and sunrise as prescribed
by Aircraft Rules 1937.

Note.- Civil twilight ends in the evening when the centre of the sun’s disc is 6
degrees below the horizon and begins in the morning when the centre of the
sun’s disc is 6 degrees below the horizon.

Non-congested hostile environment. A hostile environment outside a congested

area.

Non-hostile environment. An environment in which:

(a) a safe forced landing can be accomplished because the surface and
surrounding environment are adequate;

(b) the helicopter occupants can be adequately protected from the elements;

(c) search and rescue response/ capability is provided consistent with anticipated
exposure; and

(d) the assessed risk of endangering person or property on the ground is

acceptable.

Note.-Those parts of a congested area satisfying the above requirement are

considered non-hostile.

Obstacle clearance altitude (OCA) or obstacle clearance height (OCH). The

lowest altitude or the lowest height above the elevation of the relevant runway
threshold or the aerodrome elevation as applicable, used in establishing compliance
with appropriate obstacle clearance criteria.

Note 1 - Obstacle clearance altitude is referenced to mean sea level and obstacle
clearance height is referenced to the threshold elevation or in the case of non-
precision approach procedures to the aerodrome elevation or the threshold
elevation if that is more than 2 m (7ft) below the aerodrome elevation. An
obstacle clearance height for a circling approach is referenced to the aerodrome
elevation.

Note 2 - For convenience when both expressions are used they may be written
in the form “obstacle clearance altitude/height” and abbreviated “OCA/H”.

Offshore operations. Operations which routinely have a substantial proportion of the

flight conducted over sea areas to or from offshore locations. Such operations include,

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but are not limited to, support of offshore oil, gas and mineral exploitation and sea-
pilot transfer.

Operation. An activity or group of activities which are subject to the same or similar
hazards and which require a set of equipment to be specified, or the achievement and
maintenance of a set of pilot competencies, to eliminate or mitigate the risk of such
hazards.

Note — Such activities could include, but would not be limited to, offshore
operations, heli-hoist operations or emergency medical service.

Operational control. The exercise of authority over the initiation, continuation,

diversion or termination of a flight in the interest of the safety of the aircraft and the
regularity and efficiency of the flight.

Operational flight plan. The operator's plan for the safe conduct of the flight based
on consideration of helicopter performance, other operating limitations and relevant
expected conditions on the route to be followed and at the heliports concerned.

Operations in performance Class 1. Operations with performance such that, in the

event of a critical power-unit failure, performance is available to enable the helicopter
to safely continue the flight to an appropriate landing area, unless the failure occurs
prior to reaching the take-off decision point (TDP) or after passing the landing decision
point (LDP), in which cases the helicopter must be able to land within the rejected
take-off or landing area.

Operations in performance Class 2. Operations with performance such that, in the

event of critical engine failure, performance is available to enable the helicopter to
safely continue the flight to an appropriate landing area, except when the failure occurs
early during the take-off manoeuvre or late in the landing manoeuvre, in which cases
a forced landing may be required.

Operations in performance Class 3. Operations with performance such that, in the

event of an engine failure at any time during the flight, a forced landing will be required.

Operations manual. A manual containing procedures, instructions and guidance for

use by operational personnel in the execution of their duties.

Operations specifications. The authorizations, conditions and limitations associated

with the air operator permit/ certificate and subject to the conditions in the operations
manual.

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

an aircraft operation.

Operator’s maintenance control manual. A document which describes the

operator’s procedures necessary to ensure that all scheduled and unscheduled
maintenance is performed on the operator’s aircraft on time and in a controlled and
satisfactory manner.

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Performance-based communication (PBC). Communication based on performance

specifications applied to the provision of air traffic services.

Note.— An RCP specification includes communication performance

requirements that are allocated to system components in terms of the
communication to be provided and associated transaction time, continuity,
availability, integrity, safety and functionality needed for the proposed operation
in the context of a particular airspace concept.

Performance-based navigation (PBN). Area navigation based on performance

requirements for aircraft operating along an ATS route, on an instrument approach
procedure or in a designated airspace.

Note.— Performance requirements are expressed in navigation specifications

(RNAV specification, RNP specification) in terms of accuracy, integrity,
continuity, availability and functionality needed for the proposed operation in the
context of a particular airspace concept.

Performance-based surveillance (PBS). Surveillance based on performance

specifications applied to the provision of air traffic services.

Note.— An RSP specification includes surveillance performance requirements

that are allocated to system components in terms of the surveillance to be
provided and associated data delivery time, continuity, availability, integrity,
accuracy of the surveillance data, safety and functionality needed for the
proposed operation in the context of a particular airspace concept.

Pilot-in-command. The pilot designated by the operator, or in the case of general

aviation, the owner, as being in command and charged with the safe conduct of a
flight.

Point of no return. The last possible geographic point at which an aircraft can proceed
to the destination aerodrome as well as to an available en-route alternate aerodrome
for a given flight.

Psychoactive substances. Alcohol, opioids, cannabinoids, sedatives and hypnotics,

cocaine, other psychostimulants, hallucinogens, and volatile solvents, whereas coffee
and tobacco are excluded.

R. The rotor radius of the helicopter.

Rejected take-off distance required (RTODR). The horizontal distance

required from the start of the take-off to the point where the helicopter comes to a full
stop following an engine failure and rejection of the take-off at the take-off decision
point.

Repair.† The restoration of an aeronautical product to an airworthy condition to ensure

that the aircraft continues to comply with the design aspects of the appropriate
airworthiness requirements used for the issuance of the type certificate for the
respective aircraft type, after it has been damaged or subjected to wear.

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Repair.†† The restoration of an aeronautical product aircraft, engine or associated part

to an airworthy condition to ensure that the aircraft continues to comply with the design
aspects of the appropriate airworthiness requirements used for the issuance of the
type certificate for the respective aircraft type, in accordance with the appropriate
airworthiness requirements after it has been damaged or subjected to wear.
† Applicable until 4 November 2020.
†† Applicable as of 5 November 2020.

Required communication performance (RCP) specification. A set of requirements

for air traffic service provision and associated ground equipment, aircraft capability,
and operations needed to support performance-based communication.

Required surveillance performance (RSP) specification. A set of requirements for

air traffic service provision and associated ground equipment, aircraft capability, and
operations needed to support performance-based surveillance.

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.

Runway visual range (RVR). The range over which the pilot of an aircraft on the
centre line of a runway can see the runway surface markings or the lights delineating
the runway or identifying its centre line.

Safe forced landing. Unavoidable landing or ditching with a reasonable expectancy

of no injuries to persons in the aircraft or on the surface.

Safety management system (SMS). A systematic approach to managing safety,

including the necessary organizational structures, accountability, responsibilities,
policies and procedures

Scheduled Commuter Operations means air transport operations undertaken

between two or more places/ routes according to a published time table or with flights
so regular or frequent that they constitute a recognizably systematic series, each flight
being open to use by members of public. Tickets are sold to individual passenger for
such flights.

Series of flights. Series of flights are consecutive flights that:

(a) begin and end within a period of 24 hours; and

(b) are all conducted by the same pilot-in-command.

Special VFR Flight. A VFR flight cleared by air traffic control to operate within a control
zone in meteorological conditions below VMC.

State of Registry. The State on whose register the aircraft is entered.

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Note. — In the case of the registration of aircraft of an international operating

agency on other than a national basis, the States constituting the agency are
jointly and severally bound to assume the obligations which, under the Chicago
Convention, attach to a State of Registry.

State of the Aerodrome. The State in whose territory the aerodrome is located.

Note. — State of the Aerodrome includes heliports and landing locations.

State of the Operator. The State in which the operator’s principal place of business
is located or, if there is no such place of business, the operator’s permanent residence.

Synthetic Vision system (SVS). A system to display data-derived synthetic images

of the external scene from the perspective of the flight deck.

Take-off and initial climb phase. That part of the flight from the start of take-off to
300 m (1000 ft) above the elevation of the FATO, if the flight is planned to exceed this
height, or to the end of the climb in the other cases.

Take-off decision point (TDP). The point used in determining take-off performance
from which, an engine failure occurring at this point, either a rejected take-off may be
made or a take-off safely continued.

Note.- TDP applies only to helicopters operating in performance Class I.

Take-off distance available (TODAH). The length of the final approach and take-off
area plus the length of helicopter clearway (if provided) declared available and suitable
for helicopters to complete the take-off.

Take-off distance required (TODRH). The horizontal distance required from the
start of the take-off to the point at which VTOSS, a selected height and a positive climb
gradient are achieved, following failure of the critical engine being recognized at TDP,
the remaining engines operating within approved operating limits.

Note.— The selected height stated above is to be determined with reference to

either:

a) the take-off surface; or

b) a level defined by the highest obstacle in the take-off distance required.

Take-off flight path. The vertical and horizontal path, with the critical engine
inoperative, from a specified point in the take-off to 300 m (1 000 ft) above the surface.

Touchdown and Lift-Off Area (TLOF). A load bearing area on which a helicopter
may touchdown or lift off.

VFR flight. A flight conducted in accordance with the visual flight rules.

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Visual meteorological conditions (VMC). Meteorological conditions expressed in

terms of visibility, distance from cloud, and ceiling equal to or better than specified
minima.

Note. - The specified minima are contained in CAR Section 9 Series ‘C’ Part I.

VTOSS. The minimum speed at which climb shall be achieved with the critical engine
inoperative, the remaining engines operating within approved operating limits. Also
defined as the take-off safety speed for helicopters certificated in Category A.

Note.- The speed referred to above may be measured by instrument indications

or achieved by a procedure specified in the flight manual.

Vy. Best rate of climb speed.

1. GENERAL REQUIREMENTS

1.1 Compliance with Laws, Regulations and Procedures

1.1.1 The Pilot-in-command shall comply with the laws, regulations and procedures
of the States in which the helicopter is operated.

1.1.2 The pilot-in-command shall be responsible for the operation and safety of the
helicopter and for 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.

1.1.3 If an emergency situation which endangers the safety of the helicopter or

persons and necessitates the taking of action which involves a violation of
regulations or procedures occurs within India, the pilot-in-command shall notify
the nearest Flight Standards and Air Safety office of DGCA without delay. In
the event such emergency situation occurs outside India, the pilot-in command
shall notify the appropriate local authority without delay and if required by the
State in which the incident occurs, the pilot-in-command shall also submit a
report of the occurrence on any such violation to the appropriate authority of
such State. The pilot-in-command shall submit a copy of the occurrence to the
DGCA marked attention of Director of Air Safety (Hqrs) with a copy endorsed
to the Principal Operations Inspector (POI) of the operator and the Regional Air
Safety Office where the helicopter is normally based. Such reports shall be
submitted within 48 hours.

1.1.4 The pilot-in-command shall be responsible for notifying the nearest appropriate
authority by the quickest available means of any accident involving the
helicopter resulting in serious injury or death of any person or substantial
damage to the helicopter or property.

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1.1.5 The pilot-in-command should have available on board the helicopter essential
information concerning the search and rescue services in the areas over which
it is intended the helicopter will be flown.

1.2 Dangerous goods. The pilot-in-command shall adhere to the provisions for
carriage of dangerous goods as contained in Aircraft (Carriage of Dangerous
Goods) Rules, 2003 and CARs in Section 11.

1.3 Use of psychoactive substances. The pilot-in-command shall adhere to the

provisions concerning the use of psychoactive substances as contained in Rule
24 of the Aircraft Rules, 1937 and CAR Section 9 Series ‘C’ Part I.

1.4 Specific approvals.

1.4.1 The pilot-in-command shall not conduct operations for which a specific
approval is required unless such approval has been issued by the DGCA.
Specific approvals shall follow the layout and contain at least the information
listed in CAR Section 8 Series O Part IV.

2. FLIGHT OPERATIONS

2.1 Adequacy of Operating facilities. The pilot-in-command shall not

commence a flight unless it has been ascertained by every reasonable means
available that the ground and/ or water areas and facilities available and directly
required for such flight and for the safe operation of the helicopter are adequate
including communication facilities and navigation aids.

Note.- "Reasonable means" in this Requirement is intended to denote the use,

at the point of departure, of information available to the pilot-in-command
either through official information published by the aeronautical information
aboard services or readily obtainable from other sources.

2.2 Heliport or landing location operating minima

2.2.1 The pilot-in-command shall establish operating minima in accordance with

criteria specified by the DGCA for each heliport or landing location to be used
in operations. Such minima shall not be lower than any that may be established
by the DGCA, except when specifically approved by DGCA.

Note.— This standard does not require DGCA to establish operating minima.

(a) DGCA may approve operational credit(s) for operations with helicopters
equipped with automatic landing systems, a HUD or equivalent displays,
EVS, SVS or CVS. Such approvals shall not affect the classification of the
instrument approach procedure.

Note 1.— Operational credit includes:

(i) for the purposes of an approach ban (2.6.3.2), a minima below the
heliport or landing location operating minima;

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(ii) reducing or satisfying the visibility requirements; or

(iii) requiring fewer ground facilities as compensated for by airborne

capabilities.

Note 2.— Guidance on operational credit for aircraft equipped with automatic
landing systems, a HUD or equivalent displays, EVS, SVS and CVS is
contained in Attachment I and in the Manual of All-Weather Operations (Doc
9365).

Note 3— Information regarding a HUD or equivalent displays, including

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

Note 4 — Automatic landing system — helicopter is an automatic approach

using airborne systems which provide automatic control of the flight path, to
a point aligned with the landing surface, from which the pilot can transition to
a safe landing by means of natural vision without the use of automatic control.

2.3 Briefing

2.3.1 The pilot-in-command shall ensure that crew members and passengers are
made familiar, by means of an oral briefing or by other means, with the location
and the use of:

(a) seat belts or harnesses; and as appropriate,

(b) emergency exits;

(c) life jackets;

(d) oxygen dispensing equipment;

(e) other emergency equipment provided for individual use, including

passenger emergency briefing cards; and

(f) switching off mobile telephones.

2.3.2 The pilot-in-command shall ensure that all persons on board are aware of the
location and general manner of use of the principal emergency equipment
carried for collective use.

2.4 Helicopter airworthiness and safety precautions

2.4.1 A flight shall not be commenced until the pilot-in-command is satisfied that:

(a) the helicopter is airworthy, duly registered and that appropriate certificates
with respect thereto are aboard the helicopter;

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(b) the instruments and equipment including the emergency equipment

installed in the helicopter are appropriate and serviceable, taking into
account the expected flight conditions;

(c) any necessary maintenance has been performed in accordance with para
6;

(d) the mass of the helicopter and centre of gravity location are such that the
flight can be conducted safely, taking into account the flight conditions
expected;

(e) any load carried is properly distributed and safely secured;

(f) it carries sufficient fuel and oil for the intended flight in accordance with
Para 2.8;

(g) the engines is developing the rated power;

(h) the various documents required for the flight are valid and are on board;

(i) the helicopter has current and valid Certificate of Release to Service;

(j) there is no physical damage apparent during his walk around inspection;
and

(k) the helicopter operating limitations, contained in the flight manual, or its
equivalent, will not be exceeded.

Note.- As regard to item 2.4.1 (g), the pilot shall ensure before take-off that
engine(s) is / are developing correct power.

2.4.2 As a token of the compliance of the above, the pilot-in-command should sign
these certificates either on tech-log or another appropriate document.

2.5 Weather reports and forecast. Before commencing a flight the pilot-
in-command shall be familiar with all available meteorological information
appropriate to the intended flight. Preparation for a flight away from the vicinity
of the place of departure, and for every flight under the instrument flight rules,
shall include:

(a) a study of, available current weather reports and forecasts; and

(b) the planning of an alternative course of action to provide for the eventuality
that the flight cannot be completed as planned, because of weather
conditions.

2.6 Limitations imposed by weather conditions

2.6.1 Flight in accordance with VFR. A flight, except one of purely local character
in visual meteorological conditions, to be conducted in accordance with VFR

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shall not be commenced unless current meteorological reports, or a

combination of current reports and forecasts, indicate that the meteorological
conditions along the route, or that part of the route to be flown under the visual
flight rules, will, at the appropriate time, be such as to enable compliance with
these rules.

2.6.2 Flight in accordance with IFR

2.6.2.1 When an alternate is required. A flight to be conducted in accordance with the

instrument flight rules shall not be commenced unless the available information
indicates that conditions, at the heliport of intended landing and at least one
alternate heliport will, at the estimated time of arrival, be at or above the heliport
operating minima.

2.6.2.2 When no alternate is required. A flight to be conducted in accordance with the

instrument flight rules to a heliport when no alternate heliport is required shall
not be commenced unless available current meteorological information
indicates that the following meteorological conditions will exist from two hours
before to two hours after the estimated time of arrival: or from the actual time
of departure to two hours after the estimated time of arrival, whichever is the
shorter period:

(a) a cloud base of at least 400 ft (120 m) above the minimum associated with
the instrument approach procedure; and

(b) visibility of at least 1.5 km more than the minimum associated with the
procedure.

Note - These should be considered as minimum values where a reliable and

continuous meteorological watch is maintained. When only an "area" type
forecast is available these values should be increased accordingly.

2.6.3 Heliport operating minima

2.6.3.1 A flight shall not be continued towards the heliport of intended landing unless
the latest available meteorological information indicates that conditions at that
heliport, or at least one alternate heliport, will, at the estimated time of arrival,
be at or above the specified heliport operating minima.

2.6.3.2 An instrument approach shall not be continued below 300 m (1 000 ft) above
the heliport elevation or into the final approach segment, unless the reported
visibility or controlling RVR is above the heliport operating minima.

Note.— Criteria for the final approach segment is contained in PANS-OPS

(Doc 8168), Volume II

2.6.3.3 If, after entering the final approach segment or after descending below 300 m
(1 000 ft) above the heliport elevation, the reported visibility or controlling RVR
falls below the specified minimum, the approach may be continued to DA/H or
MDA/H. In any case, a helicopter shall not continue its approach-to-land

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beyond a point at which the limits of the heliport operating minima would be
infringed.

2.6.4 Flight in icing conditions

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.

2.7 Alternate heliports

2.7.1 For a flight to be conducted in accordance with IFR, at least one alternate
heliport or landing location shall be specified in the operational flight plan and
the flight plan, unless:

(a) the weather conditions in 2.6.2.2 prevail, or

(b)
(i) the heliport or landing location of intended landing is isolated and no
alternate heliport or landing location is available; and

(ii) an instrument approach procedure is prescribed for the isolated heliport

of intended landing; and

(iii) a point of no return (PNR) is determined in case of an off-shore

destination.

2.7.2 Suitable off-shore alternates may be specified subject to the following:

(a) the off-shore alternates shall be used only after passing a point of no return
(PNR). Prior to PNR on-shore alternates shall be used;

(b) mechanical reliability of critical control systems and critical components

shall be considered and taken into account when determining the suitability
of the alternate;

(c) one engine inoperative performance capability shall be attainable prior to

arrival at the alternate;

(d) to the extent possible, deck availability shall be guaranteed; and

(e) weather information must be reliable and accurate.

Note.- The landing technique specified in the flight manual following control
system failure may preclude the nomination of certain helidecks as alternate
heliports.

2.7.3 Off-shore alternates should not be used when it is possible to carry enough fuel
to have an on-shore alternate. Offshore alternates should not be used in a
hostile environment.

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2.8 Fuel and oil requirements

2.8.1 All helicopters. 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.

2.8.2 VFR operations. The fuel and oil carried in order to comply with 2.8.1 shall, in
the case of VFR operations, be at least the amount to allow the helicopter to:

(a) fly to the landing site to which the flight is planned;

(b) have a final reserve fuel to fly thereafter for a period of 20 minutes at best
range speed, and

(c) have an additional amount of fuel, to provide for the increased consumption
on the occurrence of potential contingencies.

2.8.3 IFR operations. The fuel and oil carried in order to comply with 2.8.1 shall, in
the case of IFR operations, be at least the amount to allow the helicopter:

2.8.3.1 When no alternate is required, in terms of 2.6.2.2, to fly to and execute an

approach at the heliport or landing location to which the flight is planned, and
thereafter to have:

(a) a final reserve fuel to fly 30 minutes at holding speed at 1500 ft (450 m)
above the destination heliport or landing location under standard
temperature conditions and approach and land; and

(b) an additional amount of fuel to provide for the increased consumption on

the occurrence of potential contingencies.

2.8.3.2 When an alternate is required, in terms of 2.6.2.1, to fly to and execute an

approach, and a missed approach, at the heliport or landing location to which
the flight is planned, and thereafter:

(a) fly to and execute an approach at the alternate specified in the flight plan;
and then

(b) have a final reserve fuel to fly for 30 minutes at holding speed at 1500 ft
(450 m) above the alternate under standard temperature conditions, and
approach and land; and

(c) have an additional amount of fuel to provide for the increased consumption
on the occurrence of potential contingencies.

2.8.3.3 When no alternate heliport or landing location is available, (i.e. the heliport of
intended landing is isolated and no alternate is available), to fly to the heliport
to which the flight is planned and thereafter for a period that will, based on

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geographic and environmental considerations, enable a safe landing to be

made.

2.8.4 In computing the fuel and oil required in 2.8.1, at least the following shall be
considered:

(a) meteorological conditions forecast;

(b) expected air traffic control routings and traffic delays;

(c) for IFR flight, one instrument approach at the destination heliport, including
a missed approach;

(d) the procedures for loss of pressurization, where applicable, or failure of one
engine while en route; and

(e) any other conditions that may delay the landing of the helicopter or increase
fuel and/or oil consumption.

Note : Nothing in para 2.8 precludes amendment of a flight plan in flight in

order to replan the flight to another heliport, provided that the requirements of
para 2.8 can be complied with from the point where the flight has been re-
planned.

2.8.5 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.

2.9 In-flight fuel management

2.9.1 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.

Note.— The protection of final reserve fuel is intended to ensure safe landing
at any heliport or landing location when unforeseen occurrences may not
permit a safe completion of an operation as originally planned.

2.9.2 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.

Note 1.— The declaration of MINIMUM FUEL informs ATC that all planned
landing site options have been reduced to a specific landing site of intended
landing, that no precautionary landing site is available, and any change to the
existing clearance, or air traffic delays, may result in landing with less than the

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planned final reserve fuel. This is not an emergency situation but an indication
that an emergency situation is possible should any additional delay occur.

Note 2.— A precautionary landing site refers to a landing site, other than the
site of intended landing, where it is expected that a safe landing can be made
prior to the consumption of the planned final reserve fuel.

2.9.3 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 in compliance
with 2.8.

Note 1.— The planned final reserve fuel refers to the value calculated in 2.8
and is the minimum amount of fuel required upon landing at any landing site.
The declaration of MAYDAY MAYDAY MAYDAY FUEL informs ATC that all
available landing options have been reduced to a specific site and a portion
of the final reserve fuel may be consumed prior to landing.

Note 2.— The pilot estimates with reasonable certainty that the fuel remaining
upon landing at the nearest safe landing site will be less than the final reserve
fuel taking into consideration the latest information available to the pilot, the
area to be overflown (i.e. with respect to the availability of precautionary
landing areas), meteorological conditions and other reasonable
contingencies.

Note 3.— The words “MAYDAY FUEL” describe the nature of the distress
conditions.

2.10 Oxygen supply

Note. - Approximate altitudes in the Standard Atmosphere corresponding to

the values of absolute pressure used in the text are as follows:

Absolute pressure Meters Feet

700 hPa 3000 10000
620 hPa 4000 13000

2.10.1 A flight to be operated at altitudes at which the atmospheric pressure in

personnel compartments will be less than 700 hPa shall not be commenced
unless sufficient stored breathing oxygen is carried to supply:

(a) all crew members and 10 percent of the passengers for any period in
excess of 30 minutes that the pressure in compartments occupied by them
will be between 700 hPa and 620 hPa;

(b) the crew and passengers for any period that the atmospheric pressure in
compartments occupied by them will be less than 620 hPa.

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2.10.2 A flight to be operated with a pressurized helicopter shall not be commenced

unless a sufficient quantity of stored breathing oxygen is carried to supply all
the crew members and a proportion of the passengers, as is appropriate to the
circumstances of the flight being undertaken, in the event of loss of
pressurization, for any period that the atmospheric pressure in any
compartment occupied by them would be less than 700 hPa.

2.11 Use of oxygen. All flight crew members, when engaged in

performing duties essential to the safe operation of a helicopter in flight, shall
use breathing oxygen continuously whenever the circumstances prevail for
which its supply has been required in 2.9.1 or 2.9.2.

2.12 In-flight emergency instruction. In an emergency during flight, the

pilot-in-command shall ensure that all persons on board are instructed in such
emergency action as may be appropriate to the circumstances.

2.13 Weather reporting by pilots. When weather conditions likely to

affect the safety of other aircraft are encountered, they should be reported as
soon as possible.

2.14 Hazardous flight conditions. Hazardous flight conditions, other

than those associated with meteorological conditions, encountered en route
should be reported as soon as possible. The reports so rendered should give
such details as may be pertinent to the safety of other aircraft.

2.15 Fitness of flight crew members. The pilot-in-command shall be

responsible for ensuring that a flight:

(a) will not be commenced if any flight crew member is incapacitated from
performing duties by any cause such as injury, sickness, fatigue, the effects
of alcohol or drugs; and

(b) will not be continued beyond the nearest suitable heliport when flight crew
members' capacity to perform functions is significantly reduced by
impairment of faculties from causes such as fatigue, sickness, lack of
oxygen.

2.16 Flight crew members at duty stations

2.16.1 Take-off and landing. All flight crew members required to be on flight deck duty
shall be at their stations.

2.16.2 En route. All flight crew members required to be on flight deck shall remain at
their stations except when their absence necessary for the performance of
duties in connection with operation of the helicopter, or for physiological needs.

2.16.3 Seat belts. All flight crew members shall keep their seat belt fastened when at
their stations.

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2.16.4 Safety harness. When safety harnesses are provided, any flight crew member
occupying a pilot's seat should keep the safety harness fastened during the
takeoff and landing phases. All other flight crew members should keep their
safety harness fastened during the take-off and landing phases unless
shoulder straps interfere with the performance of their duties, in which case the
shoulder straps may be unfastened but the seat belt must remain fastened.

Note.- Safety harness includes shoulder strap(s) and a seat belt which may
be used independently.

2.17 Instrument flight procedures

2.17.1 DGCA promulgates instrument approach procedures designed in accordance

with the classification of instrument approach and landing operations to serve
each instrument runway or heliport utilized for instrument flight operations.

2.17.2 All helicopters operated in accordance with instrument flight rules shall comply
with the instrument flight procedures approved by DGCA if the heliport is
located in India, or by the state which is responsible for the heliport when
located outside the territory of India.

Note 1.— See CAR Section 8 Series O Part IV, Para 2.2.8.3, for instrument
approach operation classifications.

Note 2.— Information for pilots on flight procedure parameters and

operational procedures is contained in PANS-OPS (Doc 8168), Volume I.
Criteria for the construction of instrument flight procedures for the guidance
of procedure specialists are provided in PANS-OPS (Doc 8168), Volume II.
Obstacle clearance criteria and procedures used in certain States may differ
from PANS-OPS, and knowledge of these differences is important for safety
reasons (see Section II, Chapter 1, 1.1.1).

2.18 Instruction – General. The rotor of a helicopter shall not be turned under
power without a qualified pilot at the controls.

2.19 Refuelling with passengers on board or rotors turning

2.19.1 A helicopter shall not be refuelled when the rotor is turning or the engines are
running, unless the operator is granted specific authorization by DGCA setting
forth the conditions under which such fuelling may be carried out. The operator
shall also adhere to all precautions laid down in Rule 25A of the Aircraft Rules,
1937 regarding fuelling of aircraft.

2.19.2 When refuelling with passengers embarking, on board or disembarking, it

should be attended by the pilot-in-command or other qualified personnel ready
to initiate and direct an evacuation of the helicopter by the most practical and
expeditious means available. Two way communications should be maintained
by helicopter intercommunications system or other suitable means between the
ground crew, supervising the refuelling and the pilot-in-command or other
qualified personnel.

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Note 1.— Provisions concerning aircraft refuelling are contained in CAR

Section 2 Series H Part II.

Note 2.— Additional precautions are required when refuelling with fuels other
than aviation kerosene or when refuelling results in a mixture of aviation
kerosene with other aviation turbine fuels, or when an open line is used.

2.20 Over-water flights. All helicopters on flights over water in accordance

with 4.3.1 shall be certificated for ditching. Sea state shall be an integral part of
ditching information.

3. HELICOPTER PERFORMANCE OPERATING LIMITATIONS

3.1 A helicopter shall be operated:

(a) in compliance with the terms of its airworthiness certificate or equivalent

approved document,

(b) within the operating limitations prescribed by the DGCA/manufacturer; and

(c) within the mass limitations imposed by compliance with the applicable
noise certification Standards in ICAO Annex 16, Volume 1, unless
otherwise authorized, in exceptional circumstances for a certain heliport
where there is no noise disturbance problem, by the competent authority
of the State in which the heliport is situated.

3.2 Placards, listing, instrument markings, or combinations thereof, containing

those operating limitations prescribed by the manufacturer for visual
presentation, shall be displayed in the helicopter.

3.3 Helicopters shall be operated in accordance with Performance Classes 1 or 2

or 3, in compliance with the applicable Standards given at Appendix A to this
CAR. Single-engine helicopters shall not be permitted to operate from elevated
heliports or helidecks in a congested hostile environment.

4. HELICOPTERS INSTRUMENTS, EQUIPMENT AND FLIGHT DOCUMENTS

4.1 All helicopters on all flights

4.1.1 General. In addition to the minimum equipment necessary for the issuance
of a certificate of airworthiness, the instruments, equipment and flight
documents prescribed in the following paragraphs shall be installed or carried,
as appropriate, in helicopters according to the helicopter used and to the
circumstances under which the flight is to be conducted.

4.1.2 Instruments. A helicopter shall be equipped with instruments which will

enable the flight crew to control the flight path of the helicopter, carry out any
required procedural manoeuvre, and observe the operating limitations of the
helicopter in the expected operating conditions.

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4.1.3 Equipment

4.1.3.1 A helicopter shall be equipped with or carry on board:

(a) an accessible first-aid kit;

(b) portable fire extinguishers of a type which, when discharged, will not cause
dangerous contamination of the air within the helicopter. At least one shall
be located in:

(i) the pilot’s compartment; and

(ii) each passenger compartment that is separate from the pilot's

compartment and not readily accessible to the pilot or co-pilot;

Note.—Refer to 4.1.3.2 for fire extinguishing agents.

(c)
(i) a seat or berth for each person over an age of two years; and

(ii) a seat belt for each seat and restraining belts for each berth;

(d) the following manuals, charts and information:

(i) the flight manual or other documents or information concerning any

operating limitations prescribed for the helicopter by the DGCA/
Manufacturer, required for the application of para 3;

(ii) any specific approval issued by the DGCA, if applicable, for the
operation(s) to be conducted;

(iii) current and suitable charts for the route of the proposed flight and all
routes along which it is reasonable to expect that the flight may be
diverted;

(iv) procedures, as prescribed in CAR Section 9 Series ‘C’ Part I, for pilot-
in-command of intercepted aircraft; and

(v) a list of visual signals for use by intercepting and intercepted aircraft, as
contained in CAR Section 9 Series ‘C’ Part I, and

(vi) the journey log book for the helicopter; and

(e) if fuses are used, spare electrical fuses of appropriate ratings for
replacement of those accessible in flight.

4.1.3.2 Any agent used in a built-in fire extinguisher for each lavatory disposal
receptacle for towels, paper or waste in a helicopter for which the individual
certificate of airworthiness is first issued on or after 31 December 2011 and any

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extinguishing agent used in a portable fire extinguisher in an aeroplane for

which the individual certificate of airworthiness is first issued on or after 31
December 2018 shall:

(a) meet the applicable minimum performance requirements; and

(b) not be of a type listed in Annex A, Group II of the Montreal Protocol on

Substances That Deplete the Ozone Layer, 8th Edition, 2009.

Note.— Information concerning extinguishing agents is contained in the

UNEP Halons Technical Options Committee Technical Note No. 1 – New
Technology Halon Alternatives and FAA Report No. DOT/FAA/AR-99-63,
Options to the Use of Halons for Aircraft Fire Suppression Systems.

4.1.3.3 All helicopters on all flights should be equipped with the ground-air signal
codes for search and rescue purposes.

4.1.3.4 All helicopters on all flights should be equipped with a safety harness for each
flight crew member seat.

Note. - Safety harness includes shoulder strap(s) and a seat belt which may
be used independently.

4.1.4 Marking of break-in points

4.1.4.1 If areas of the fuselage suitable for break-in by rescue crews in an emergency
are marked on a helicopter, such areas shall be marked as shown in Appendix-
1. The colour of the markings shall be red or yellow, and if necessary they shall
be outlined in white to contrast with the background.

4.1.4.2 If the corner markings are more than 2 m apart, intermediate line 9 cm x 3 cm
shall be inserted so that there is no more than 2 m between adjacent markings.

Note - Para 4.1.4 does not require all helicopters to have break in areas.

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4.2 Instruments and equipment for flights operated under VFR and IFR – by
day and night

4.2.1 All helicopters when operated in accordance with VFR by day shall be:

(a) equipped with:

(i) a magnetic compass;

(ii) an accurate timepiece indicating the time in hours, minutes and

seconds;

(iii) a sensitive pressure altimeter;

(iv) an airspeed indicator;

(v) main rotor rpm indicator;

(vi) fuel quantity indicator for each tank;

(vii) Torque indicator, where applicable; and

(viii) such additional instruments or equipment as may be prescribed by

DGCA.

(b) equipped with, or shall carry, a means of measuring and displaying the time
in hours, minutes and seconds.

4.2.2 All helicopters when operating in accordance with VFR at night shall be
equipped with:

(a) the equipment specified in 4.2.1;

(b) an attitude indicator (artificial horizon) for each required pilot;

(c) a slip indicator;

(d) a heading indicator (directional gyroscope);

(e) a rate of climb and descent indicator;

(f) such additional instruments or equipment as may be prescribed by DGCA;

and the following lights:

(g) the lights required by Annex 2 for aircraft in flight or operating on the
movement area of a heliport;

Note.— The general characteristics of the lights are specified in Annex 8.

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(h) a landing light;

(i) illumination for all flight instruments and equipment that are essential for
the safe operation of the helicopter;

(j) lights in all passenger compartments; and

(k) a flashlight for each crew member station.

4.2.2.1 The landing light should be trainable at least in the vertical plane.

4.2.3 All helicopters, when operating in accordance with IFR, or when the helicopter
cannot be maintained in a desired attitude without reference to one or more
flight instruments, shall be:

(a) equipped with:

(i) a magnetic compass;

(ii) a sensitive pressure altimeter;

Note.— Due to the long history of misreading, the use of drum-pointer

altimeters is not recommended.

(iii) an airspeed indicating system with a means of preventing

malfunctioning due to either condensation or icing;

(iv) a slip indicator;

(v) an attitude indicator (artificial horizon) for each required pilot and one
additional attitude indicator;

(vi) a heading indicator (directional gyroscope);

(vii) a means of indicating whether the supply of power to the gyroscopic

instruments is adequate;

(viii) a means of indicating on the flight deck the outside air temperature;

(ix) a rate of climb and descent indicator;

(x) such additional instruments or equipment as may be prescribed by the

appropriate authority;

(xi) if operated by night, the lights specified in 4.2.2 (g) to (k) and 4.2.2.1;
and

(b) equipped with, or shall carry, a means of measuring and displaying the time
in hours, minutes and seconds.

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4.3 All helicopters on flights over water

4.3.1 Means of floatation. All helicopters intended to be flown over water shall be
fitted with a permanent or rapidly deployable means of floatation so as to
ensure a safe ditching of the helicopter when:

(a) engaged in offshore operations or other over-water operations; or

(b) flying beyond auto-rotational distance from land in single engine-

helicopters.

4.3.2 Emergency equipment

4.3.2.1 Helicopters operating in accordance with the provisions of 4.3.1 shall be

equipped with:

(a) one life jacket, or equivalent individual floatation device, for each person
on board, stowed in a position easily accessible from the seat or berth of
the person for whose use it is provided;

(b) when not precluded by consideration related to the type of helicopter used,
life-saving rafts in sufficient numbers to carry all persons on board, stowed
so as to facilitate their ready use in emergency, provided with such life-
saving equipment including means of sustaining life as is appropriate to the
flight to be undertaken; and

(c) equipment for making the pyrotechnical distress signals.

4.3.2.2 When taking off or landing at a heliport where the take-off or approach path is
so disposed over water that in the event of a mishap there would be likelihood
of a ditching, at least the equipment required in 4.3.2.1 (a) shall be carried.

4.3.2.3 Each life jacket and equivalent individual floatation device, when carried in
accordance with this 4.3, shall be equipped with a means of electric illumination
for the purpose of facilitating the location of persons.

4.3.2.4 Rafts which are not deployable by remote control and which have a mass of
more than 40 kg should be equipped with some means of mechanically
assisted deployment.

4.4 All helicopters on flights over designated land areas. Helicopters, when
operated across land areas which have been designated by Airports Authority
of India as areas in which search and rescue would be especially difficult, shall
be equipped with such signalling devices and life-saving equipment (including
means of sustaining life) as may be appropriate to the area over flown.

4.5 All helicopters on high altitude flights

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4.5.1 Unpressurized helicopters. Unpressurized helicopters intended to be operated

at high altitudes shall carry equipment for storing and dispensing the oxygen
supplies required in 2.10.1.

4.5.2 Pressurized helicopters. Pressurized helicopters intended to be operated at

high altitudes shall carry emergency oxygen storage and dispensing equipment
capable of storing and dispensing the oxygen supplies required in 2.10.2.

4.6 All helicopters required to comply with the noise certification Standards.
All helicopters required to comply with the noise certification Standards shall
carry a noise certificate as required in CAR Section 2 Series F part III and CAR
21.

4.7 Flight recorders. All helicopter shall be fitted with flight data recorder
and cockpit voice recorder in accordance with CAR Section 2, Series ‘I’ Part V
and VI, respectively.

4.8 Emergency locator transmitter (ELT)

4.8.1 All helicopters operating in performance Class 1 and 2 shall be equipped with
at least one automatic ELT and, when operating on flights over water as
described in 4.3.1 (a), with at least one automatic ELT and one ELT(S) in a raft
or life jacket.

4.8.2 All helicopters operating in performance Class 3 shall be equipped with at least
one automatic ELT.

4.8.3 ELT equipment carried to satisfy the requirements of 4.8.1 and 4.8.2 shall
operate in accordance with the relevant provisions of Annex 10, Volume III.

Note. - The judicious choice of numbers of ELTs, their type and placement on
aircraft and associated floatable life support systems will ensure the greatest
chance of ELT activation in the event of an accident for aircraft operating over
water or land, including areas especially difficult for search and rescue.
Placement of transmitter units is a vital factor in ensuring optimal crash and
fire protection. The placement of the control and switching devices (activation
monitors) of automatic fixed ELTs and their associated operational
procedures will also take into consideration the need for rapid detection of
inadvertent activation and convenient manual switching by crew members.

4.9 Helicopter required to be equipped with pressure altitude reporting

transponder.

4.9.1 All helicopters shall, unless exempted by the DGCA, be equipped with a
pressure altitude reporting transponder in accordance with CAR Section 2
Series ‘R’ Part IV.

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4.10 Microphones. All flight crew members required to be on flight deck duty
shall communicate through boom or throat microphones.

4.11 Helicopters equipped with automatic landing systems, a head-up display

(HUD) or equivalent displays, enhanced vision systems (EVS) synthetic
vision systems (SVS) and/ or combined vision systems (CVS)

4.11.1 Where helicopters are equipped with automatic landing systems, a HUD or
equivalent displays, EVS, SVS or CVS, or any combination of those systems
into a hybrid system, criteria for the use of systems for the safe operation of a
helicopter shall be approved by the DGCA.

Note.— Information regarding a HUD or equivalent displays, including

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

4.11.2 In establishing operational criteria for the use of automatic landing systems, a
HUD or equivalent displays, EVS, SVS or CVS, DGCA shall require that:

(a) the equipment meets the appropriate airworthiness certification

requirements;

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

(c) the operator/ owner has established and documented the procedures for
the use of, and training requirements for, automatic landing systems, HUD
or equivalent displays, EVS, SVS or CVS.

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

Management Manual (SMM) (Doc 9859).

Note 2 – Guidance on establishing operational criteria is contained in Annex

6 Part III Attachment I.

4.12 Electronic flight bags (EFBs)

4.12.1 EFB equipment. Where portable EFBs are used on board, the pilot-in-
command and the owner shall ensure that they do not affect the performance
of the helicopter systems, equipment or the ability to operate the helicopter.

4.12.2 EFB functions.

4.12.2.1 Where EFBs are used on board a helicopter the pilot-in-command and/or the
owner shall:

(a) assess the safety risk(s) associated with each EFB function;

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(b) establish the procedures for the use of, and training requirements for, the
device and each EFB function; and

(c) ensure that, in the event of an EFB failure, sufficient information is readily
available to the flight crew for the flight to be conducted safely.

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

Management Manual (SMM) (Doc 9859).

4.12.2.2 DGCA shall establish criteria for the operational use of EFB functions to be
used for the safe operations of helicopters.

4.12.3 EFB operational criteria

In establishing criteria for the operational use of EFBs, DGCA shall ensure that:

(a) the EFB equipment and its associated installation hardware, including
interaction with helicopter systems if applicable, meet the appropriate
airworthiness certification requirements;

(b) the owner has assessed the risks associated with the operations supported
by the EFB function(s);

(c) the owner has established requirements for redundancy of the information
(if appropriate) contained and displayed by the EFB function(s);

(d) the owner has established and documented procedures for the
management of the EFB function(s) including any databases it may use;
and

(e) the owner has established and documented the procedures for the use of,
and training requirements for, the EFB function(s).

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

Management Manual (SMM) (Doc 9859)

5. HELICOPTER COMMUNICATION, NAVIGATION AND

SURVEILLANCE EQUIPMENT

5.1 Communication equipment

5.1.1 A helicopter to be operated in accordance with the instrument flight rules or at

night shall be provided with radio communication equipment. Such equipment
shall be capable of conducting two-way communication with those aeronautical
stations and on those frequencies prescribed by the appropriate authority.

Note.— The requirements of 5.1.1 are considered fulfilled if the ability to

conduct the communications specified therein is established during radio
propagation conditions which are normal for the route.

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5.1.2 When compliance with 5.1.1 requires that more than one communication
equipment unit be provided, each shall be independent of the other or others
to the extent that a failure in any one will not result in failure of any other.

5.1.3 A helicopter to be operated in accordance with the visual flight rules, but as a
controlled flight shall, unless exempted by DGCA, be provided with radio
communication equipment capable of conducting two-way communication at
any time during flight with such aeronautical stations and on such frequencies
as may be prescribed by the appropriate authority.

5.1.4 A helicopter to be operated on a flight to which the provisions of 4.3 or 4.4 apply
shall, unless exempted by DGCA, be provided with radio communication
equipment capable of conducting two-way communication at any time during
flight with such aeronautical stations and on such frequencies as may be
prescribed by the appropriate authority.

5.1.5 The radio communication equipment required in accordance with 5.1.1 to 5.1.4
should provide for communication on the aeronautical emergency frequency
121.5 MHz.

5.1.6 For operations where communication equipment is required to meet an RCP

specification for performance-based communication (PBC), a helicopter shall,
in addition to the requirements specified in 5.1.1 to 5.1.5:

(a) be provided with communication equipment which will enable it to operate

in accordance with the prescribed RCP specification(s); and

(b) have information relevant to the helicopter RCP specification capabilities

listed in the flight manual or other helicopter documentation, approved by
the DGCA/ State of Design; and

(c) where the helicopter is operated in accordance with a MEL, have

information relevant to the helicopter RCP specification capabilities
included in the MEL.

Note. – Information on the performance-based communication and

surveillance (PBCS) concept and guidance material on its implementation are
contained in the Performance-based Communication and Surveillance
(PBCS) Manual (Doc 9869).

5.1.7 DGCA shall establish criteria for operations where an RCP specification for
PBC has been prescribed.

5.1.8 In establishing criteria for operations where an RCP specification for PBC has
been prescribed, DGCA requires that the operator/owner shall establish:

(a) normal and abnormal procedures, including contingency procedures;

(b) flight crew qualification and proficiency requirements, in accordance with

appropriate RCP specifications;

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

(d) appropriate maintenance procedures to ensure continued airworthiness, in

accordance with appropriate RCP specifications.

5.1.9 DGCA shall ensure that, in respect of those helicopters mentioned in 5.1.6,
adequate provisions exist for:

(a) receiving the reports of observed communication performance issued by

monitoring programmes established in accordance with Annex 11, Chapter
3, 3.3.5.2; and

(b) taking immediate corrective action for individual helicopters, helicopter

types or operators, identified in such reports as not complying with the RCP
specification.

5.2 Navigation equipment

5.2.1 A helicopter shall be provided with navigation equipment which will enable it to
proceed:

(a) in accordance with its flight plan; and

(b) in accordance with the requirements of air traffic services; except when, if
not so precluded by the appropriate authority, navigation for flights under
the visual flight rules is accomplished by visual reference to landmarks. For
international general aviation, landmarks shall be located at least every 60
NM (110km).

5.2.2 For operations where a navigation specification for performance-based

navigation (PBN) has been prescribed, a helicopter shall, in addition to the
requirements specified in 5.2.1:

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

accordance with the prescribed navigation specification(s);

(b) have information relevant to the helicopter navigation specification

capabilities listed in the flight manual or other helicopter documentation
approved by DGCA or the State of the Design; and

(c) where the helicopter is operated in accordance with a MEL, have

information relevant to the helicopter navigation specification capabilities
included in the MEL.

Note – Guidance on helicopter documentation is contained in the

Performance-based Navigation (PBN) Manual (Doc 9613).

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5.2.3 DGCA shall establish criteria for operations where a navigation specification
for PBN has been prescribed.

5.2.4 In establishing criteria for operations where a navigation specification for PBN
has been prescribed, DGCA requires that the operator/ owner shall establish:

(a) normal and abnormal procedures including contingency procedures;

(b) flight crew qualification and proficiency requirements in accordance with

the appropriate navigation specifications;

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

(d) appropriate maintenance procedures to ensure continued airworthiness in

accordance with the appropriate navigation specifications.

Note 1. — Guidance on safety risks and mitigations for PBN operations, in

accordance with Annex 19, are contained in the Performance-based
Navigation (PBN) Operational Approval Manual (Doc 9997).

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

and abnormal procedures.

5.2.5 DGCA shall issue a specific approval for operations based on PBN
authorization required (AR) navigation specifications.

Note.— Guidance on specific approvals for PBN authorization required (AR)

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

5.2.6 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 helicopter to navigate in
accordance with 5.2.1 and, where applicable, 5.2.2.

Note.— For general aviation, this requirement may be met by means other
than the duplication of equipment.

5.2.7 On flights in which it is intended to land in instrument meteorological conditions

a helicopter shall be provided with radio equipment capable of receiving signals
providing guidance to a point from which a visual landing can be effected. This
equipment shall be capable of providing such guidance at each heliport at
which it is intended to land in instrument meteorological conditions and at any
designated alternate heliports.

5.3 Surveillance equipment

5.3.1 A helicopter shall be provided with surveillance equipment which will enable it
to operate in accordance with the requirements of air traffic services.

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5.3.2 For operations where surveillance equipment is required to meet an RSP

specification for performance-based surveillance (PBS), a helicopter shall, in
addition to the requirements specified in 5.3.1:

(a) be provided with surveillance equipment which will enable it to operate in

accordance with the prescribed RSP specification(s);

(b) have information relevant to the helicopter RSP specification capabilities

listed in the flight manual or other helicopter documentation approved by
the State of Design or DGCA; and

(c) where the helicopter is operated in accordance with a MEL, have

information relevant to the helicopter RSP specification capabilities
included in the MEL.

Note 1.— Information on surveillance equipment is contained in the

Aeronautical Surveillance Manual (Doc 9924).

Note 2.— Information on RSP specifications for performance-based

surveillance is contained in the Performance-based Communication and
Surveillance (PBCS) Manual (Doc 9869).

5.3.3 DGCA shall establish criteria for operations where an RSP specification for
PBS has been prescribed.

5.3.4 In establishing criteria for operations where an RSP specification for PBS has
been prescribed, DGCA shall require that the operator/owner establish:

(a) normal and abnormal procedures, including contingency procedures;

(b) flight crew qualification and proficiency requirements, in accordance with

appropriate RSP specifications;

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

(d) appropriate maintenance procedures to ensure continued airworthiness, in

accordance with appropriate RSP specifications.

5.3.5 DGCA shall ensure that, in respect of those helicopters mentioned in 5.3.2,
adequate provisions exist for:

(a) receiving the reports of observed surveillance performance issued by

monitoring programmes established in accordance with Annex 11, Chapter
3, 3.3.5.2; and

(b) taking immediate corrective action for individual helicopter, helicopter types
or operators, identified in such reports as not complying with the RSP
specification.

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6. HELICOPTER MAINTENANCE

Maintenance requirements are contained in CAR-145 / CAR-M / CAR 66, as

applicable.

7. HELICOPTER FLIGHT CREW

7.1 Qualifications. The pilot-in-command shall ensure that the licences of each
flight crew member have been issued or rendered valid by DGCA, and are
properly rated and of current validity, and shall be satisfied that flight crew
members have maintained competence.

7.2 Composition of the flight crew. The number and composition of the flight
crew shall not be less than that specified in the flight manual or other
documents associated with the certificate of airworthiness.

7.3 Recurrent Checks

7.3.1 Pilot’s Proficiency Check (PPC).

(a) Each flight crew member shall undergo PPC to demonstrate his/her
competence in carrying out normal, abnormal and emergency
procedures on each type of helicopter. PPCs shall be required to be
carried out on each type and not each variant. When a flight crew
operates different types of helicopters even with similar characteristics
in terms of operating procedures, systems and handling, the PPC for
each type shall be carried out separately without any credits for the other
rated type. The period of validity of a PPC shall be 6 months. PPC shall
be performed twice within any period of one year. In the case of renewal,
the period of validity shall commence from the date of expiry of the
previous validity provided that the check has been carried out within two
months preceding the date of expiry. Any two such checks which are
similar and which occur within a period of four consecutive months shall
not alone satisfy this requirement.

(b) The PPC shall not be carried out in a flight with passengers on board,
and the minimum duration shall be 0:45 hours, when flown on the
helicopter it shall be carried out at a controlled airfield/heliport. PPC may
be combined with IR Check, in which case the total duration shall not be
less than 1:15 hours when flown on a helicopter and 2:00 hours when
flown in a FFS Level B/C/D (FAA Designation), in such a case all
mandatory exercises as mentioned in CA 44 and CA 45 shall be
completed. In case the PPC expires then the same may be renewed by
undergoing a fresh PPC, however the pilot is not to undertake any flying
either as PIC or Co-pilot during such period of expiry, further recent
experience requirements as per Para 7.6 may also apply, if a break in
flying exists.

7.3.2 Instrument Rating (IR) Check.

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(a) Each flight crew member shall undergo IR checks, if applicable to the
type of helicopter being flown, to demonstrate his/her competence in
carrying out normal, abnormal and emergency procedures under
instrument flying conditions. An IR Test for initial issue or IR Check for
renewal of IR may be carried out on a helicopter or FFS Level B/C/D or
FTD 6/7 (FAA Designation) specific to type simulator. When a flight crew
operates several variants of the same type of helicopter, the IR check
done on a specific type shall be valid for all its variants. When the flight
crew operates different types of helicopters, the IR check for each type
shall be carried out separately without any credits for each rated type.
The IR Check shall not be carried out with passengers on board.

(b) IR Check, when being carried out on a helicopter, shall be conducted by

a TRE/TRI holding a valid IR, at an adequate aerodrome/heliport with
appropriate landing aids. A minimum of two instrument approach
procedures, preferably using two different navigational aids shall be
carried out in an IR Check, and the minimum duration of the check shall
be 1:00 hour. IR Check may be combined with PPC, in which case the
total duration shall not be less than 1:15 hours when flown on a
helicopter and 2:00 hours when flown in a FFS Level B/C/D (FAA
Designation).

(c) The instrument rating shall be valid for a period of twelve months from
the date of the satisfactory completion of the instrument rating test. In
the case of renewal, the period of validity of the rating shall be for a
period of twelve months which shall commence from the date following
the date of expiry of the previous validity subject to the condition that the
check for instrument rating has been conducted within two months
preceding the date of expiry, and all other requirements for renewal are
met. In cases other than those referred above, the validity of renewal of
the rating shall commence from the date of the instrument rating test.

7.3.3 Night Flying Check and Night Route Check. When passengers are
intended to be carried at night, each flight crew member holding a CPL(H) shall
have carried out at least five take offs and landings by night, and one route
check by night, in the last six months immediately preceding the date of
intended flight, to the satisfaction of a TRE. Night Flying Checks and Night
Route Checks are required to be carried out separately on each type of
helicopter flown. A night route check shall comprise a route/triangular nav of
minimum 100 Nautical miles, and a route check flown by night shall be
considered to meet the requirements of day route check, however not vice
versa. A Night Flying Check may be carried out in a FFS Level B/C/D (FAA
Designation) specifically approved for the same.

7.4 Recurrent Training

7.4.1 Flying Recurrent Training. All pilots shall undergo recurrent training at least
once in two years, on a FFS Level B/C/D or FTD 6/7 (FAA Designation).
Instrument Flying (only for IR pilots) and the practice of those parts of

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emergencies such as touchdowns in engine failure, hydraulic failure, multiple

system failures, tail rotor failure/control failure, loss of tail rotor effectiveness
(LTE), Vortex Ring etc which cannot be practiced in actual flying shall be
carried out. All major failures of systems and associated procedures shall be
covered in a period of two years.

(a) The minimum duration of this training shall be 8:00 hrs for IR pilots. This
breakdown shall be 4:00 + 4:00 hrs (IF + Emergencies) respectively.

(b) The minimum duration of this training shall be 4:00 hrs for non IR pilots for
practice of emergencies. For pilots flying SE helicopters this duration shall
be 3:00 hrs.

(c) In case a specific to type FFS Level B/C/D or FTD 6/7 (FAA Designation)
is not available anywhere in the country or abroad for a particular type,
recurrent training may be flown on the helicopter for the same duration as
specified in Sub Para (a) and (b) above, after prior approval of DGCA.

7.4.2 Ground Recurrent Training. The training placed at Module I and II may
be undertaken with a type trained TRE/TRI/Check Pilot/Chief Pilot. Training
placed at Module II may be undertaken with a TRE/TRI/Check Pilot/SEP
Instructor/GTO. Training placed at Module III and V shall be undertaken at a
GTO. Training placed at Module IV may be undertaken with a DGCA approved
CRM Instructor/GTO.

Module Training Periodicity Duration Topics to be covered

I Technical Once a year 08 Hours Rotorcraft Flight Manual, Helicopter Systems
and and performance, Type emergencies and
Performance recovery actions, and any changes to
Refresher Operations Manual / Regulations.
II SEP Once a year 02 Hours Safety and Emergency Procedures Training
Training on the helicopter shall include :
(a) Actual donning of life jackets/breathing
equipment, where fitted.
(b) Actual handling of fire extinguishers.
(c) Location and use of all emergency and
safety equipment.
(d) Instructions on the location and use of all
types of exits.
(e) Once every three years actual operation
of fire extinguishers and emergency exits,
actual fire-fighting using eqpt representative
of that carried in the helicopter on an actual
or simulated fire (except with Halon
extinguishers), shall be practiced by all crew.

III Specific Once a year 04 Hours Adverse Weather, Effects of Monsoons,

Ground Disorientation, Situational Awareness &
Training CFIT.
IV CRM Once a year 02 Hours As applicable
Training
AVSEC Once in two As Applicable
V Training years

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DGR Once in two As Applicable

Training years

7.5 Special VFR Training and Qualifications

7.5.1 Experience. The pilot authorised to operate Special VFR flight shall have a
minimum of 500 hours on helicopters out of which minimum 100 hours should
be as PIC. When operating with two pilots under Special VFR, only the PIC
needs to be Special VFR qualified.

7.5.2 Ground Training and Test.

7.5.3 Ground Training. Ground Training covering the under mentioned topics shall
be undertaken prior to undergoing the flying training/check. This ground training
is required to be undertaken only once, prior to initial Special VFR clearance.

(a) Use of nav aids.

(b) Use of landing aids.

(c) Spatial disorientation.

(d) CFIT, Situational awareness.

(e) Adverse Weather Phenomena.

(f) ATS in controlled airspace.

7.5.4 Ground Test. The ground training shall be followed by a written test; minimum
pass percentage marks for the written test shall be 70%.

7.5.5 Flying Training. The flying training will cover the Departure and Arrival
procedures in controlled airspace. The duration of the flying training shall not
be less than 1:00 hr and shall be conducted only on a helicopter and in a control
zone to cover all aspects of flying training.

7.5.6 Authorisation for Training. Ground training and written test shall be conducted
by a DGCA approved GTO/ATO. The Special VFR flying training shall be
conducted by a DGCA approved TRI/TRE. On successful completion of Ground
Training and Flying Training, TRI/TRE shall certify in the pilot's logbook that he
is fit to operate Special VFR flights.

7.5.7 Validity. The one-time authorisation to operate Special VFR flights shall
be valid from the date of the flying training conducted by the TRI/TRE,
thereafter no yearly ground/flying recurrent training is required.

7.5.8 Privileges. Pilots authorised to operate Special VFR flights shall remain clear
of clouds and in sight of the surface.

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Note : Pilots who have held Instrument Rating or TRE / TRI or Flight
Instructor Rating / Assistant Flight Instructor Rating, are not required to
undergo the ground / flying training to operate Special VFR. This authorisation
shall be considered valid for all types and variants of helicopters that may be
endorsed on the pilot’s licence.

7.6 Recent Experience Requirements.

Break in Ground Flying training with TRE/TRI Route Check Before flying SPO
Flying Refresher and/or

IR Check
Helicopter OR FFS Level PIC with As co-
B/C/D or FTD 6/7 (FAA co-pilot pilot
Designation)

Day Flying – Helicopters with AUW <= 5700 kg

60 to 89 Applicable only to pilots with < 1000 hrs PIC on helicopters - 0:45
days

90 to 179 2:00 3 TOL as PIC 1 session - - -

days with an
experienced Total 0:45
copilot hr

180 days to 3:00 PPC (3TOL) 2 sessions - 1:00 -

less than 0:45
One year Total 1:30

1 year to 4:00 Dual 0:45 and 3 sessions If due 2:00 -

less than 2 Skill Test
years (3TOL) 0:45 Total 2:30

2 years and 5:00 Dual 1:00 and 4 sessions Route Check 4:00 -
more Skill Test 1:00, IR
(3TOL) 0:45 Total 3:00 Check if due

Day Flying – Helicopters with AUW > 5700 kg

60 to 89 Applicable only to pilots with < 1000 hrs total flying - 0:45
days

90 to 179 2:00 3 TOL as PIC 1 session - - -

days with an
experienced Total 0:45
co-pilot

180 days to 3:00 PPC (3TOL) 2 sessions 1 Route - -

less than 0:45 Check 1:00,
One year Total 1:30 IR Check if
due

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1 year to 4:00 Dual 0:45 and 3 sessions 2 Route - -

less than 2 Skill Test Checks 2:00,
years (3TOL) 0:45 Total 2:30 IR Check if
due

2 years and 5:00 Dual 1:00 and 4 sessions 3 Route - -

more Skill Test Checks 3:00,
(3TOL) 0:45 Total 3:00 IR Check
1:00

Night Flying – All Helicopters

180 days to - PPC (3TOL) 1 session - - -

less than 1 0:45
year Total 0:45

1 year to 1:30 Dual 0:45 hr 2 sessions - - 1:00

less than 2 and Skill Test
years (3TOL) 0:45 hr Total 1:30

2 years and 2:00 Dual 1:00 hr 2 sessions - - 2:00

more and Skill Test
(5TOL) 1:00 hr Total 2:00

7.7 In addition, the provisions of CAR Section 8 Series H Part II shall be applicable
for the following :-

7.7.1 Pilot qualifications and recurrent training requirements for special roles i.e. Hill
/ Mountain Flying, Offshore Flying, ELO and HHO.

7.7.2 Extension of aircraft rating.

7.7.3 Requirements for flying more than one type of helicopter.

7.7.4 Exercising privileges of open rating.

7.7.5 Single pilot operations.

7.7.6 All relevant flying assessment forms given in CAR Section 8 Series H Part II.

8. The owner / lessee in case of leased helicopter, shall prepare a manual

detailing the procedure for complying with the requirements laid down in this
CAR. The owner / lessee in case of leased helicopter shall ensure that all
concerned personnel are given adequate briefing about the content of this
manual and the method of compliance.

( BS Bhullar)
Director General of Civil Aviation

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APPENDIX A

HELICOPTER OPERATING MINIMA

1. VFR and Special VFR.

1.1 VFR Minima. An operator shall ensure that VFR flights are conducted in
accordance with the minima specified in CAR Section 9 Series C Part I.

1.2 Special VFR Operations

1.2.1 In limited visibility conditions, flights under Visual Flight Rules cannot be
operated in controlled zones, as the criterion of VMC visibility of 5 Km or more
is not met. Special VFR flights may be authorized by ATC, in such cases, for a
helicopter to enter a control zone for the purpose of landing, take-off and
departure from a control zone, cross the control zone or operate locally within
a control zone, if the visibility is not less than 1000 m for Performance Class 1
and 2 helicopters, and not less than 1500 m for Performance Class 3
helicopters.

1.2.2 Detailed instructions on flight crew qualifications and training for undertaking
Special VFR operations are contained in CAR Section 8 Series H Part II.

1.3 Authorisation of Special VFR Flights

1.3.1 When the ground visibility is not less than 1000/ 1500 metres depending on
Performance Class of the helicopter, ATC may authorise Special VFR flights
provided:

1.3.2 The helicopter is fitted with the minimum instruments stipulated in Para 1.6 of
this Appendix.

1.3.3 In case of Performance Class I and 2 helicopters, ATC may authorise Special
VFR flights when the ground visibility is not less than 1000m.

1.3.4 For Performance Class 3 helicopters, ATC may authorise Special VFR flights
when the ground visibility is not less than 1500m.

1.4 Both, operator and the Pilot-in-Command, shall be responsible for ensuring the
compliance of the requirements of helicopter and pilot qualification for Special
VFR operations stipulated in this CAR. When operating in a multi crew
environment, only the PIC needs to be qualified to undertake Special VFR
operations.

1.5 ATC has discretion to ask Pilot-in-Command, to confirm the compliance of the
requirements of this CAR, before authorising Special VFR flight.

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1.6 Requirement of minimum instruments for Special VFR operations on

Helicopters not certified for IFR Operations. In addition to the instruments to be
fitted for flight under VFR, the helicopter shall be fitted with the following
instruments:

1.6.1 Artificial horizon

1.6.2 Heading Indicator (Direction Gyro)

1.6.3 Rate of Climb Indicator

1.6.4 VOR or ADF or GPS

Note 1 — Helicopter should not be used for Special VFR flights with any of
above equipment unserviceable.

Note 2 — It is recommended to use electrical Artificial Horizon and Heading

Indicator.

IFR OPERATIONS

2. Take-Off Minima.

2.1 General

2.1.1 Take-off minima established by the operator must be expressed as visibility or

RVR limits, taking into account all relevant factors for each heliport planned to
be used, and the helicopter characteristics. Where there is a specific need to
see and avoid obstacles on departure and/or for a forced landing, additional
conditions (e.g. ceiling) must be specified.

2.1.2 The PIC shall not commence take-off, unless the weather conditions at the
heliport of departure are equal to or better than applicable minima for landing
at that heliport, unless a suitable take-off alternate heliport is available.

2.1.3 When the reported meteorological visibility is below that required for take-off
and RVR is not reported, a take-off may only be commenced, if the PIC can
determine that the RVR/Visibility along the take-off FATO/runway is equal to or
better than the required minimum.

2.1.4 When no reported meteorological visibility or RVR is available, a take-off may

only be commenced, if the PIC can determine that the RVR/Visibility along the
take-off FATO/runway is equal to or better than the required minimum.

2.2 Visual reference

2.2.1 The take-off minima must be selected to ensure sufficient guidance to control
the helicopter, in the event of both, a discontinued take-off in adverse
circumstances, and a continued take-off after failure of the critical power unit.

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2.2.2 For night operations ground lighting must be available to illuminate the FATO/
runway and any obstacles, unless otherwise agreed by the DGCA.

2.3 Required RVR / Visibility

2.3.1 For Performance Class 1 operations, an operator must establish an RVR and
visibility respectively (RVR / Vis) as take-off minima in accordance with the
following table:

RVR/ Visibility for Take-Off

Onshore heliports with IFR

Departure Procedures RVR/ Visibility

1000 m or the rejected take-off

No lighting and no markings (Day) distance, whichever is greater

No markings (Night) 1000 m

Runway edge/ FATO lighting and

centre line marking 550 m

Runway edge/ FATO lighting, centre

line marking and RVR information 550 m

Offshore Helideck RVR/Visibility

Two pilot operations 1000 m

Note 1. The PIC must establish that the take-off flight path is free of obstacles.

Note 2. The PIC should have gained experience of 100 hours in the relevant
helicopter type before being authorized to use minima up to the limiting RVR
/ visibility. Till such time Restricted Operating Minima will be an additional 400
m to the applicable Visibility/ RVR.

Note 3. Restricted Operating Minima shall be based on additives applied to

the Normal Operating Minima as:-

Restricted Operating Minima = Normal OM Visibility/ RVR + 400 m.

2.4 For Performance Class 2 operations onshore, the PIC must operate to take-off
minima of 1000 m RVR / Vis and remain clear of cloud during the take-off
manoeuvre, until reaching Performance Class 1 capabilities.

2.5 For Performance Class 2 operations offshore, the PIC must operate to minima
not less than that for Class 1 and remain clear of cloud during the take-off
manoeuvre, until reaching Performance Class 1 capabilities.

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2.6 The table below, for converting reported meteorological visibility to RVR, must
not be used for calculating take-off minima.

3. Non-Precision Approach

3.1 System Minima. An operator must ensure that system minima for non-precision
approach procedures, which are based upon the use of ILS without glide path
(Localiser only), VOR, NDB, Surveillance Radar Approach (SRA) and VHF
Direction Finding (VDF), are not lower than the MDH values given in Table
below:

System Minima for Non-Precision Approach Aids

Facility Lowest MDH

ILS (no glide path – Localiser only) 250 ft

SRA (terminating at ½ nm) 250 ft

SRA (terminating at 1 nm) 300 ft

SRA (terminating at 2 nm) 350 ft

VOR 300 ft

VOR/ DME 250 ft

NDB 350 ft

NDB/ DME 300 ft

VDF (QDM & QCH) 350 ft

3.2 Minimum Descent Height. An operator must ensure that the minimum descent
height for a non-precision approach is not lower than either:

3.2.1 The OCH/ OCL for the category of helicopter; or

3.2.2 The system minimum.

3.3 Visual Reference. A pilot may not continue an approach below MDA/ MDH,
unless at least one of the following visual references for the intended FATO/
runway is distinctly visible and identifiable to the pilot:

3.3.1 Elements of the approach light system;

3.3.2 The threshold;

3.3.3 The threshold markings;

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3.3.4 The threshold lights;

3.3.5 The threshold identification lights;

3.3.6 The visual glide slope indicator;

3.3.7 The touchdown zone or touchdown zone markings;

3.3.8 The touchdown zone lights;

3.3.9 FATO/Runway edge lights; or

3.3.10 Other visual references accepted by the DGCA.

3.4 Required RVR.

3.4.1 For non-precision approaches by helicopters operated in Performance Class 1

or 2, the minima given in the following Table shall apply:

Non-Precision Approach Minima

MDH (ft) Facilities/ RVR

Full Intermediate Basic Nil

250-299 ft 600 m 800 m 1000 m 1000 m

300-449 ft 800 m 1000 m 1000 m 1000 m

450 ft and above 1 000 m 1000 m 1000 m 1000 m

Note 1: Full facilities comprise FATO / runway markings, 720 m or more of

HI/MI approach lights, FATO / runway edge lights, threshold lights and FATO
/ runway end lights. Lights must be on.

Note 2: Intermediate facilities comprise FATO / runway markings, 420 - 719 m

of HI/MI approach lights, FATO / runway edge lights, threshold lights and
FATO / runway end lights. Lights must be on.

Note 3: Basic facilities comprise FATO/ runway markings, <420 m HI/ MI

approach lights, any length of LI approach lights, FATO/runway edge lights,
threshold lights and FATO/ runway end lights. Lights must be on.

Note 4: Nil approach light facilities comprise FATO/runway markings,

FATO/ runway edge lights, threshold lights, FATO/ runway end lights or
no lights at all.

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Note 5: The tables are only applicable to conventional approaches with a

nominal descent slope of not greater than 4°. Greater descent slopes will
usually require that visual glide slope guidance (e.g. PAPI) is also visible at
the Minimum Descent Height.

Note 6: The above figures are either reported RVR or meteorological visibility
converted to RVR.

Note 7: The MDH mentioned in Table refers to the initial calculation of MDH.
When selecting the associated RVR, there is no need to take account of a
rounding up to the nearest ten feet, which may be done for operational
purposes, (e.g. conversion to MDA).

3.4.2 Where the missed approach point is within ½ nm of the landing threshold, the
approach minima given for full facilities may be used regardless of the length of
approach lighting available. However, FATO/ runway edge lights, threshold
lights, end lights and FATO/ runway markings are still required.

3.4.3 Night operations. For night operations, ground lighting must be available to
illuminate the FATO/ runway and any obstacles, unless otherwise agreed by
the DGCA.

4. Precision Approach - Category I Operations

4.1 General. A Category I operation is a precision instrument approach and landing

using ILS, MLS or PAR with a decision height not lower than 200 ft and with a
runway visual range not less than 550 m.

4.2 Decision Height. An operator must ensure that the decision height to be used
for a Category I precision approach is not lower than:

4.2.1 the minimum decision height specified in the Rotorcraft Flight Manual (RFM) if
stated;

4.2.2 the minimum height to which the precision approach aid can be used without
the required visual reference;

4.2.3 the OCH/ OCL for the category of helicopter; or

4.2.4 200 ft.

4.3 Visual Reference. A pilot may not continue an approach below the Category I
decision height, determined in accordance with Para 4.2 above, unless at least
one of the following visual references for the intended runway is distinctly visible
and identifiable to the pilot:

4.3.1 Elements of the approach light system;

4.3.2 The threshold;

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4.3.3 The threshold markings;

4.3.4 The threshold lights;

4.3.5 The threshold identification lights;

4.3.6 The visual glide slope indicator;

4.3.7 The touchdown zone or touchdown zone markings;

4.3.8 The touchdown zone lights; or

4.3.9 FATO/ runway edge lights.

4.4 Required RVR.

4.4.1 For Category I operations by helicopters the following minima shall apply:

Precision Approach Minima - Category I ILS Approach

DH (ft) Facilities/ RVR

Full Intermediate Basic Nil

200 ft 550 m 600 m 700 m 1 000 m

201-250 ft 600 m 650 m 750 m 1 000 m

251 -300 ft 650 m 700 m 800 m 1 000 m

301 ft & above 750 m 800 m 900 m 1 000 m

Note 1: Full facilities comprise FATO/ runway markings, 720 m or more of HI/
MI approach lights, FATO/ runway edge lights, threshold lights and FATO/
runway end lights. Lights must be on.

Note 2: Intermediate facilities comprise FATO/ runway markings, 420 - 719 m

of HI/MI approach lights, FATO/ runway edge lights, threshold lights and
FATO/ runway end lights. Lights must be on.

Note 3: Basic facilities comprise FATO/runway markings, <420 m of HI/ MI

approach lights, any length of LI approach lights, FATO/ runway edge lights,
threshold lights and FATO/ runway end lights. Lights must be on.

Note 4: Nil approach light facilities comprise FATO/ runway markings, FATO/
runway edge lights, threshold lights, FATO/ runway end lights or no lights at
all.

Note 5: The above figures are either the reported RVR or meteorological
visibility converted to RVR.

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Note 6: The Table is applicable to conventional approaches with a glide slope

angle up to and including 4°.

Note 7: The DH mentioned in the Table 4 refers to the initial calculation of DH.
When selecting the associated RVR, there is no need to take account of a
rounding up to the nearest ten feet, which may be done for operational
purposes, (e.g. conversion to DA).

4.5 Restricted Aerodrome Operating Minima. Restricted AOM shall be based

on additives applied to the Normal AOM as below:-

(a) Normal AOM DA(H) / MDA(H) + 100 ft, and

(b) Normal AOM Visibility/RVR + 400 m.

4.6 Night Operations. For night operations, ground lighting must be available to
illuminate the FATO / runway and any obstacles unless otherwise agreed by
the DGCA.

4.7 For Precision Approach Category II or Category III operations the operator shall
approach DGCA for approvals on a need basis, and approval shall be granted
by DGCA on a case to case basis.

5. Circling Approach

5.1 Circling is the term used to describe the visual phase of an instrument
approach, to bring an aircraft into position for landing on a FATO / runway which
is not suitably located for a straight in approach.

5.2 For a circling approach the specified MDH shall not be less than 250 ft, and the
meteorological visibility shall not be less than 1000 m.

5.3 Note. — Visual manoeuvring (circling) with prescribed tracks is an accepted

procedure within the meaning of this paragraph.

6. Visual Approach

6.1 An operator shall not use an RVR of less than 1000 m for a visual approach.

6.2 Conversion of Reported Meteorological Visibility to RVR. An operator must

ensure that, a meteorological visibility to RVR conversion is not used for
calculating take-off minima or Category II minima or when a reported RVR is
available.

6.3 When converting meteorological visibility to RVR in all other circumstances than
those in Para 6.2 above, an operator must ensure that the following Table is
used:

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Conversion of Visibility to RVR

RVR = Met Visibility

Lighting elements in operation multiplied by:
Day Night

Hi approach and runway lighting 1·5 2·0

Any type of lighting 1·0 1·5

No lighting 1·0 Not applicable

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APPENDIX B

HELICOPTER PERFORMANCE

1. Definitions.

1.1 Category A. With respect to helicopters, means a multi engine helicopter

designed with specified engine and system isolation features, and capable
of operations using take-off and landing data scheduled under a critical
engine failure concept which assures adequate designated surface area
and adequate performance capability for continued safe flight or safe
rejected take-off.

1.2 Category B. With respect to helicopters, means a single engine or multi

engine helicopter which does not meet Category A standards. Category B
helicopters have no guaranteed capability to continue safe flight in the event
of an engine failure, and a forced landing is assumed.

1.3 Operations in Performance Class 1. Operations with performance such that,

in the event of a critical power-unit failure, performance is available to
enable the helicopter to safely continue the flight to an appropriate landing
area, unless the failure occurs prior to reaching the take-off decision point
(TDP) or after passing the landing decision point (LDP), in which cases the
helicopter must be able to land within the rejected take-off or landing area.

1.4 Operations in Performance Class 2. Operations with performance such that,

in the event of critical engine failure, performance is available to enable the
helicopter to safely continue the flight to an appropriate landing area, except
when the failure occurs early during the take-off manoeuvre or late in the
landing manoeuvre, in which cases a forced landing may be required.

1.5 Operations in Performance Class 3. Operations with performance such, that

in the event of an engine failure at any time during the flight, a forced landing
will be required.

1.6 Helicopters operating in performance Classes 1 and 2 should be certificated

in Category A.

1.7 Helicopters operating in performance Class 3 should be certificated in either

Category A or Category B (or equivalent).

2. Operating Limitations.

2.1 Helicopters with a passenger seating configuration of more than 19, or

helicopters operating to or from a heliport or landing site in a congested
hostile environment should be operating in Performance Class 1.

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2.2 Helicopters with a passenger seating configuration of 19 or less but more

than 9, should be operating in Performance Class 1 or 2, unless operating
to or from a congested hostile environment, in which case the helicopters
should be operating in Performance Class 1.

2.3 Helicopters with a passenger seating configuration of 9 or less should be

operating in Performance Class 1, 2 or 3, unless operating to or from a
congested hostile environment, in which case the helicopters should be
operating in Performance Class 1. (An exception is granted for arrivals and
departures to/ from airfields/ helipads in case of single engine helicopters).

2.4 Exception. HEMS operations may be undertaken in Performance Class 1

or 2 over congested hostile environment.

3. Significant performance factors. To determine the performance of the

helicopter, account should be taken of at least the following factors:

(a) Mass of the helicopter;

(b) Elevation or pressure altitude and temperature; and

(c) Wind; for take-off and landing, accountability for wind should be no
more than 50% of any reported steady head wind component of 5 knots
or more. Where take-off and landing with a tail wind component is
permitted in the Flight Manual, not less than 150% of any reported tail
wind component should be allowed. Where precise wind measuring
equipment enables accurate measurement of wind velocity over the
point of take-off and landing, these values may be varied.

4. Operating Conditions.

4.1 For helicopters operating in Performance Class 2 or 3, in any flight phase,

where an engine failure may cause the helicopter to force-land:

4.1.1 a minimum visibility should be defined by the operator, taking into account
the characteristics of the helicopter, but should not be less than 1000 m for
Performance Class 1 & 2 and 1500 m for Performance Class 3 helicopters;
and

4.1.2 the operator should verify that the surface below the intended flight path
permits the pilot to execute a safe forced landing.

4.2 Performance Class 3 operations are not to be performed:

4.2.1 out of the sight of the surface; or

4.2.2 at night; or

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4.2.3 when the cloud ceiling is less than 180 m (600 ft); or

4.2.4 when operating from elevated heliports or helidecks.

5. Obstacle Accountability Area

5.1 For the purpose of obstacle clearance requirements, an obstacle, located

beyond the FATO, in the take-off flight path or the missed approach flight
path, shall be considered, if its lateral distance from the nearest point on the
surface below the intended flight path is not further than:

5.1.1 For VFR operations, half of the minimum FATO (or the equivalent term used
in the Flight Manual) width defined in the Helicopter Flight Manual (or, when
no width is defined 0.75D), plus 0.25 times D (or 3 m, whichever is greater),
plus:

(a) 0.10 DR for VFR day operations

(b) 0.25 DR for VFR night operations

5.1.2 For IFR operations 1.5 D (or 30 m, whichever is greater), plus:

(a) 0.10 DR for IFR operations with accurate course guidance

(b) 0.20 DR for IFR operations with standard course guidance

(c) 0.40 DR for IFR operations without course guidance

Note 1 - When considering the missed approach flight path, the divergence
of the obstacle accountability area, only applies after the end of the take-
off distance available;

Note 2 - Standard course guidance includes ADF and VOR guidance.

Accurate course guidance include ILS, MLS or other course guidance,
providing an equivalent navigational accuracy.

5.1.3 For operations with initial take-off conducted visually and converted to IFR/
IMC at a transition point, the criteria required in Para 5.1.1 ibid apply up to
the transition point and the criteria required in Para 5.1.2 ibid apply after the
transition point:

5.2 For take-off using a backup (or a lateral transition) procedure; for the
purpose of obstacle clearance requirements, an obstacle, located in the
back-up (or lateral transition) area, shall be considered, if its lateral distance
from the nearest point on the surface below the intended flight path is not
further than:

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5.2.1 half of the minimum FATO (or the equivalent term used in the Flight Manual)
width defined in the Helicopter Flight Manual (or, when no width is defined
0.75 D plus 0 .25 times D or 3 m, whichever is greater), plus

5.2.2 0.10 distance travelled from the back edge of the FATO for VFR day
operations;

5.2.3 0.20 distance travelled from the back edge of the FATO for VFR night
operations.

Note - Detailed instructions on computing heliport/ landing site obstacle

avoidance margins are covered in CAR Section 4 Series B Part III.

5.3 Obstacles may be disregarded if they are situated beyond:

(a) 7 R for day operations if it is assured that navigational accuracy can be

achieved by reference to suitable visual cues during the climb;

(b) 10 R for night operations if it is assured that navigational accuracy can

be achieved by reference to suitable visual cues during the climb;

(c) 300 m if navigational accuracy can be achieved by appropriate

navigation aids; and

(d) 900 m in the other cases.

5.4 The transition point cannot be located before the end of TODRH for
helicopters operating in Performance Class 1; and before the DPATO for
helicopters operating in Performance Class 2.

5.5 When considering the missed approach flight path, the divergence of the
obstacle accountability area should only apply after the end of the take-off
distance available.

6. Source of performance data. An operator should ensure that the

approved performance data contained in the helicopter flight manual is used
to determine compliance with obstacle clearance limits, supplemented as
necessary with other data acceptable to the DGCA.

7. Operating area considerations. For operations in performance Class 1,

the dimensions of the FATO should be at least equal to the dimensions
specified in the helicopter flight manual.

8. Operations in Performance Class 1

8.1 Take-off

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8.1.1 The take-off mass of the helicopter should not exceed the maximum take-
off mass specified in the flight manual for the procedure to be used and to
achieve a rate of climb of 100 ft/min at 60 m (200 ft) and 150 ft/min at 300
m (1 000 ft) above the level of the heliport with the critical engine inoperative
and the remaining engines operating at an appropriate power rating, taking
into account the parameters specified in Para 4 (Figure A-1).

8.1.2 Rejected take-off. The take-off mass should be such that the rejected take-
off distance required does not exceed the rejected take-off distance
available.

8.1.3 Take-off distance. The take-off mass should be such that the take-off
distance required does not exceed the take-off distance available.

Note 1.— As an alternative, the requirement above may be disregarded

provided that the helicopter with the critical engine failure recognized at
TDP can, when continuing the take-off, clear all obstacles from the end of
the takeoff distance available to the end of the take-off distance required
by a vertical margin of not less than 10.7 m (35 ft) (Figure A-2).

Note 2.— For elevated heliports, the airworthiness code provides

appropriate clearance from the elevated heliport edge (Figure A-3).

8.1.4 Backup procedures (or procedures with lateral transition). An operator

should ensure that, with the critical engine inoperative, all obstacles below
the backup flight path (the lateral flight path) are cleared by an adequate
margin. Only the obstacles specified in Para 5.2 ibid should be considered.

8.2 Take-off flight path. From the end of the take-off distance required with the
critical engine inoperative:

8.2.1 The take-off mass should be such that the climb path provides a vertical
clearance of not less than 10.7 m (35 ft) for VFR operations and 10.7 m (35
ft) plus 0.01 DR for IFR operations above all obstacles located in the climb
path. Only obstacles as specified in Para 5 ibid should be considered.

8.2.2 Where a change of direction of more than 15 degrees is made, obstacle

clearance requirements should be increased by 5 m (15 ft) from the point
at which the turn is initiated. This turn should not be initiated before reaching
a height of 60 m (200 ft) above the take-off surface, unless permitted as
part of an approved procedure in the flight manual.

8.3 En route. The take-off mass is such that it is possible, in case of the critical
engine failure occurring at any point of the flight path, to continue the flight
to an appropriate landing site and achieve the minimum flight altitudes for
the route to be flown.

8.4 Approach, landing and balked landing

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8.4.1 The estimated landing mass at the destination or alternate should be such
that:

(a) it does not exceed the maximum landing mass specified in the flight
manual for the procedure to be used and to achieve a rate of climb of
100 ft/min at 60 m (200 ft) and 150 ft/min at 300 m (1 000 ft) above the
level of the heliport with the critical engine inoperative and the
remaining engines operating at an appropriate power rating, taking into
account the parameters specified in Para 3 ibid;

(b) the landing distance required does not exceed the landing distance
available unless the helicopter, with the critical engine failure
recognized at LDP can, when landing, clear all obstacles in the
approach path;

(c) in case of the critical engine failure occurring at any point after the LDP,
it is possible to land and stop within the FATO; and

(d) in the event of the critical engine failure being recognized at the LDP or
at any point before the LDP, it is possible either to land and stop within
the FATO or to overshoot, meeting the conditions of Paras 8.2.1 and
8.2.2 ibid.

Note.— For elevated heliports, the airworthiness code provides

appropriate clearance from the elevated heliport edge.

9. Operations in performance Class 2

9.1 Take-off

The mass of the helicopter at take-off should not exceed the maximum take-
off mass specified in the flight manual for the procedures to be used and to
achieve a rate of climb of 150 ft/min at 300 m (1 000 ft) above the level of
the heliport with the critical engine inoperative and the remaining engines
operating at an appropriate power rating, taking into account the
parameters specified in Para 3.

9.2 Take-off flight path

From DPATO or, as an alternative, no later than 60 m (200 ft) above the
take-off surface with the critical engine inoperative, the conditions of Paras
8.2.1 and 8.2.2 ibid should be met.

9.3 En-route

The requirements of 8.3 should be met.

9.4 Approach, landing and balked landing

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9.4.1 The estimated landing mass at the destination or alternate should be such
that:

(a) it does not exceed the maximum landing mass specified in the flight
manual for a rate of climb of 150 ft/min at 300 m (1 000 ft) above the
level of the heliport with the critical engine inoperative and the
remaining engines operating at an appropriate power rating, taking into
account the parameters specified in Para 3;

(b) it is possible, in case of the critical engine failure occurring at or before

the DPBL, either to perform a safe forced landing or to overshoot,
meeting the requirements of Paras 8.2.1 and 8.2.2 ibid.

Note - Only obstacles as specified in Para 5 should be considered.

10. Operations in performance Class 3

10.1 Take-off

The mass of the helicopter at take-off should not exceed the maximum take-
off mass specified in the flight manual for a hover in ground effect with all
engines operating at take-off power, taking into account the parameters
specified in Para 3. If conditions are such that a hover in ground effect is
not likely to be established, the take-off mass should not exceed the
maximum mass specified for a hover out of ground effect with all engines
operating at take-off power, taking into account the parameters specified in
Para 3.

10.2 Initial climb

The take-off mass should be such that the climb path provides adequate
vertical clearance above all obstacles located along the climb path, all
engines operating.

10.3 En-route

The take-off mass is such that it is possible to achieve the minimum flight
altitudes for the route to be flown, all engines operating.

10.4 Approach and landing

The estimated landing mass at the destination or alternate should be such

that:

(a) it does not exceed the maximum landing mass specified in the flight
manual for a hover in ground effect with all engines operating at take-
off power, taking into account the parameters specified in Para 3. If
conditions are such that a hover in ground effect is not likely to be

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established, the take-off mass should not exceed the maximum mass
specified for a hover out of ground effect with all engines operating at
take-off power, taking into account the parameters specified in Para 3;

(b) it is possible to perform a balked landing, all engines operating, at any

point of the flight path and clear all obstacles by an adequate vertical
interval.

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Figure A-1

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Figure A-3

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Figure A-4

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Figure A-5

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Figure A-6

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Figure A-7

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Figure A-8

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Figure A-9

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