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AMENDMENT 14 l to the International Standards and Recommended Practices OPERATION OF AIRCRAFT Annex 6 to the Convention on International Civil Aviation 1. Insert the following replacement pages in Annex 6 fth Edition, to incorporate Amendment 141 which becomes applicable 1 December 1958 a Foreword page 3 b International Standards and Recommended Practices page 10. 2. Record entry of the Amendment on the inside front cover.
COVER SHEET TO AMF,NDMENT 141 INTERNATIONAL STANDARDS AND RECOMMENDED PRACTICES OPERATION OF AIRCRAFT INTERNATIONAL COMMERCIAL AIR TRANSPORT ANNEX 6 TO THE CONVENTION ON INTERNATIONAL CIVIL AVIATION INTERNATIONAL CIVIL AVIATION ORGANIZATION
OPERATION OF AIRCRAFT INTERNATIONAL COMhilERClAL AIR TRANSPORT Fifth Edition - 1 October 1957 Hlstorieal Background Standards and Recommended Practices for the Operation t,i Aircraft - Interna- tional Commercial Air Transport were first adopted by the Council on 10 December 1948 pursuant to the provisions of Article 37 of tlie Convention on Inter- national Civil Aviation Chicago 1944 and designated as Annex 6 to the Con- vention. They became effective on 15 July 1949. The Standards and Recom- mended Practices were based on recom- mendations of the Operations Division at its first session in April 1946, which were further developed at the second session of the Division it1 February 1947. Arnendmetts to the Annex, which in- cluded additional Standards and Recom- mended I'ractices as we11 as modifications to existing Standards, and which were based ut recommendations if the Opera- tions 1ivisiou at its third and fourth sessions in February-March 1949 and March-April 1951, were adopted by the Council on 5 December 1950 Amend- ments 1 - 1271, 4 December 1951 Amend- rncnts 128- 131, 28 November 1952 Ameiirlmets 32 and 133, 2 December 952 Ariendment 134, 20 October 1953 Amendment 135, 23 February 1956 Amendment 136, 8 May 1956 Amend- ment 137 a11c1 15 May 1956 Amendment 138, anti became effective on 1 June 1951, 1 May 1952, Aprif 1953, l May 1953, 1 March 1954, 1 July 1956, 1 September 1956 and j September 1956 respectively. Fif tl Editinl.-The present edition con- tains ravisions arising from the recom- mendations oi the Third -4ir Navigatioii Conference Montreal, September-October 19 which made, anlong other things, a complete review of Chapter 5 of the FOREWORD Council as Amendment 139 on 13 June 1957, and became effective on 1 October 1957. .4dditjonally, the Council adopted Amendment 140 on 13 June 1957, con- taining amendments to Chapter 6 covering tlie marking of break-in points on aircraft and the characteristics of navigation lights, to Chapter 8 respecting the quali- Ecatiol of persons to certify aircraft as airworthy, to Chapter 9 respecting the route and aerodrome qualification of pilots and to Chapter 10 respecting requirements for licensing of flight operations officers, which became effective on 1 October 1957. Subsequent to the issuance oi the fifth edition. Amendment 141 paragraphs 4.1.1 nd 4.1.2 was adopted by the Council on 12 Yay 1958 and became applicable on 1 Iccetnher 1958. Tlerefore, tile present edition super- sedes tlte first July 1949, the secorld .4mendments I to 127 inclusive, issued in June 1951, the third Amendments 1 to 131 inclusive, issued Yay 1952, the fourth Amendments 1 to 134 inclusive, issued May 1953, and the Addenda 1, 2 artd 3 to the fourth edition Amendments 135, 136 and 137-138, issued in March 1954, July 1956 and September 1950, respectively . Applicability The present edition of Annex 6 con- tains Standards and Recommended Prac- tices adopted by the International Civil Aviation Organization as the minimum Standards applicable to the operation of aircraft in scheduled international air services and in nm-scheduled interna- tional air trmsport operations for re- muneration or hire. national air services are especially pro- vided for in the Convention in contra- distinction to international air trarlsport operations in general, of which non- scheduled international air transport operations for remuneration or hire were considered most urgently to require the establishxcnt of International Standards and Recommended Practices. It is anticipated that future develop- ment will extend the scope oi the Annex to include all international air operations and the title of the Annex will be further generalized at that time. For the present, the sub-title "International Commercia Air Transport" is general enough to indicate that both, scheduled international air services and non-scheduled interna- tional air transport operations for remu- neration nr hire are included. The purpose of Annex 6 is to con- tribute to the safety of international air navigaticln by providing criteria of safe operating practice and to contribute to the efficiency and regularity of inter- national air navigation by encouraging States to facilitate the passage over their territories of aircraft belonging to other States that operate in conformity with such Standards. A11 element of the safety of an ooera- tion is the intrinsic safety of the aircraft, that is, its level of airworthiness. The level of airworthiness of an aircraft is, however, not fully defined by the applica- tion of the airworthitiess Standards of Innex 8, but also requires the application of tliose Standards in the present hrnex that are complementary to tlem. As originally adopted and also as Annex. As a resutt of itlose recommenda- In corijunction, these two types of anlended by Amendments 1 to 138, the tions, their subnlission to all Contracting olerations include all international air Annex coltaied a chapter "Aeroplane States, and their review by the Air transport operations conducted for remu- Operating Limitations" which included Navigation Commission, a cornllete new neration or hire. The distinction between general provisions applicable to the opera- text of Chapter 5 was atlopted by the them lies in the fact that scheduled inter- tion of all aeroilctc.l \\fitliin the scope of 1 / 12/58 - . .. - . . No. 141
Annex 6 - Operation o j Aircraft Foreword the Annex. n section or sections applicable to aeroplanes certificated in ICAO cate- gories according to the then existent Annex 8, anti a section applicable to earo- ptanes not so certificated. At its fourth session, the Operations Division, collaborating with the Air- worthiness Division, made, in addition to the proposals that resulted in Amend- ments 128 to 133, recommendations con- cerning the use of a performance code as an alternative to the one prescribed for ICAO Category A aeropianes in which some essential climb values had the status of Recommended Practices. Further, the Airworthiness Division made recom- mendations concerning certain aspects of the certification in ICAO categories. As a result of those recommendations, the Council, on 2 December 1952, adopted Amendment 134 which became effective 1 May 1953, and approved the incor- poration of the alternative performance code as Attachment A, but stated its belief that since agreement had not yet been reached upon Standards covering performance, there existed no basis for certification in ICAO Category A. It urged the Contracting States to refrain from such certification pending the be- coming effective of Standards on per- formance or until such time as the Coun- cil decides on the basic policy on air- worthiness. The Assembly at its seventh session June 1953 endorsed the action already taken by the Council and the Air Naviga- tion Commission to initiate a funda- mental study of ICAO olicy on inter- national airworthiness and directed the Council to complete the study as rapidly as practicable. In pursuing such study the Air Naviga- tion Commission was helped by an inter- national body of experts designated as the "Airworthiness Patrel", which con- tributed to the preparation of the work of the Third Air Navigation Conference. The new Policy on Internalional Air- worthiness.-According to the new policy resulting from those studies, the principle of certification in an ICAO category is abandoned. Instead, Annex 8 defines the complete international basis for recogni- tioil by States of certificates of airworthi- pess. The ICAO Standards of airworthi- ness do not replace national regulations, and cacll State is under the obligation to establish its own comprehensive and de- tailed code of airworthiness, .or, for any particular class of aircraft, to select a comprehensive and detailed code estah- lished by any other Contracting State. The level of airworthiness to be defined by this code is indicated by the Standards, supplemented, if necessary, by Acceptable Means of Compliance. Chapter 5 of this Annex contains Stan- dards that are complementary to the air- worthiness Standards of Annex 8 they also do not replace national regulations for Aircraft Performance Operating Limitations, and each State is under an obligation to establish its own comprehen- sive and detailed code of Aircraft Per- formance Operating Limitations. The level of performance to be defined by this code is indicated by the Standards sup- plemented, if necessary, by Acceptable Means of Compliance. The applicability of the new Standards of Chapter 5, which has been determined so as to be consistent with the applicability of Annex 8, which itself accounts for exemption of certain aeroplanes in accordance with Article 41 of the Convention, is indicated in 5.1.1 and 5.2.1. Accep tabIe Means of Compliance.-T he Standards in Chapter 5 of this Annex, and those of Part 111 of Annex 8 are of the nature of broad specifications stating the objectives rather than the methods of realizing those objectives. In order to indicate by example the level of air- worthiness intended by the Standards of Chapter 5, some specifications of a more detailed and quantitative nature have been included in this volume under the title "Acceptable Means of Compliance". They are introduced by the Standard of 5.2.2. The Acceptable Means of Compliance are intended to be used in the establishment and application by Contracting States of comprehensive and detailed national codes of Aeroplane Performance Operating 1,imitations. Being in the form of exam- ples illustrating an acceptable level of airworthiness currently attained and con- sidered to be consistent with the intent of the Standards, Acceptable Means of Com- pliance are meant to provide ready means of assessing the level of airworthiness necessary to establisl compliance with the Standards. The Acceptable Mearis of Cornplialrce differ iron1 the Standards in that each State is quite free to differ either in detail or it1 method from the relevant Acceptable Means of Compliance, provided that the aircraft lave a level of airwortliness sub- stantially similar to, or higher than, that illustrated by the rclevmt Acceptable Means of Compliance. To adopt a code giving an aprecially lower level of air- worthirlcss than that given in an Accept- able Means of Cornlliance would be a violation of the Standard suplcnented by that Acceptable Means of Compliance. While adopting Amendment 139 on 13 June 1957, the Council has approved Ac- ceptable Means of Compliance on "Aero- plane Performance Operating Limit- ations", valid for the aeroplanes subject to compliance with 5.2. They are incor- porated in this volume. The absence of provisions of the type Acceptable Means of Compliance for aircraft outside the "Range of Validity" is a recogitioi by the Council either that the Standards in themselves define adequately the intended level of airworthiness, or that due u the technical development going on in a sub- ject at the time of adoption, it has not yet been possible to establish more precise technical slecifications than those in the Standards themselves. Pcrfornrarce Standards of Annex 8.- 011 13 June 1957 the Colncil adopted Amendment 85 to Annex 8, "Airworthi- ness of Aircraft", which substitiites a complete new text for the text aplearing in the third editien of that Annex. The Council resolved that Contracting States be urged to consider that in respect of aircraft not exempted by Article 41 the performance Standards of Annex 8 as amended by Amendment 85 and the aero- plane performance operating limitations Standards of Chapter 5 of Annex 6 as amended by Amendment 139 taken to- gether and applied so as to achieve the level of perfornlance il111strited 1y the applicable Acceptable Meam of Corn- pliance define a mirinlum to Ie complied with by the State of Registry and a maximum that the State overflnvrr may require. Tliereforc. the Counc.il llas ul-gecl Con- tractirrg States to apply to lirc-air 11cbt exenptect by Article 41 1111 their re,'. clrster flying in the territory oi otler Cnt-a.tig States olcratiolal reqtrirernelits rltrt IM.CT than the Statiartls li Clliptrr 5 of Annex 6 as anelrietl ly ,411icr1ctnc-11t 1.50 wit11 thr 1t.vt.l uf jerfo.natc. illutr.itkl by tht a11llic311lt ,lr.crptal,l lft111j of Cornpliafcc. '1'11 CJLIII hi 11, .ryc,I coitractirg State. ut tn ilnpcibr of visititig aircraft iot exrrntel by lrtit.lc 41 operatiollal .eiltlirrlctlts ot11tr tlilll
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