SUCAR Part 6 Volume X

Sudan Civil Aviation Authority Helicopters

The Republic of Sudan

Sudan Civil Aviation Regulations (SUCARs)
FOREWORD
1. Legal Background
Pursuant to Article 33 of the Civil Aviation Act, 2010 regarding the empowerment of the Board of
Directors of Civil Aviation to issue and amend Sudan Civil Aviation Regulations (SUCAR) for the
approval of the Competent Minister, Sudan Civil Aviation Safety Regulations are issued to ensure
compliance with the Convention on International Civil Aviation, signed in Chicago on 7 December 1944
(Chicago Convention) to which the State of Sudan is a Party. The Convention, through its Annexes,
provides for the minimum standards to ensure the safety of civil aviation activities and environmental
protection throughout the application and implementation of common standards and technical
requirements. Sudan Civil Aviation Regulations provide an appropriate and comprehensive framework
for the definition and implementation of common technical requirements and administrative procedures
in the field of civil aviation. Standards and Recommended Practices (SARPs) contained in ICAO
Annexes as well as the technical information in its related publications form a main source in the making
of Sudan Civil Aviation Regulations and therefore represent an acceptable guidance in the areas that are
not covered by Sudan Civil Aviation Regulations.
a) An aircraft, other than an aircraft registered in the State of Sudan, shall not fly over or land in the
territories of the State of Sudan except under an authorization granted by the Civil Aviation
Authority (CAA) on behalf of the Government of the State of Sudan.
b) An aircraft other than an aircraft registered in the State of Sudan shall not take on-board or
discharge any passengers or cargo at any location within the territories of the State of Sudan,
being passengers or cargo carried or to be carried for hire or reward, without the permission of the
CAA granted for the aircraft in accordance with any conditions and limitations to which such
permission may be subjected.
c) An aircraft shall not fly over or land in the territory of the State of Sudan unless it is registered in:
i. The State of Sudan; or
ii. An ICAO Contracting State; or
iii. Any other State where an agreement/arrangement between the State of Sudan and that
State making provisions for over-flight or landing in the territory of the State of Sudan.
d) In accordance with the provisions of SUCAR Part 7, an aircraft registered in the State of Sudan
shall comply with the Sudan Civil Aviation Regulations.
e) An Aircraft, registered outside the State of Sudan shall comply with the Sudan Civil Aviation
Regulations while operating to/from or within the territories of the State of Sudan wherever is
applicable.
f) An aircraft registered in the State of Sudan should comply with the regulations of other States that
it is overflying wherever is applicable.
g) Sudan CAA accepts the codes of the Type Certification Authority of the State of Manufacturer
and/or Design, for the purpose of issuing or Revalidation of Airworthiness Certificates,
Airworthiness Directives (ADs), Minimum Equipment List (MEL), and all other related issues in
that respect. The Sudan Civil Aviation Authority may impose additional requirements.
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h) Any difference that may exist between SUCAR requirements and corresponding ICAO Annex
SARPs. Significant differences shall be published in the National AIP. The procedure for
amending the SUCARs and filing of differences with ICAO are contained in paragraph 4 below
and detailed information is found in the CAA Rule Making Manual.
i) An effort has been made for SUCAR requirements to be fully compliant with corresponding
ICAO Annexes; however, where an aviation activity for which a SUCAR regulation has not been
promulgated is undertaken in the Sudan, the relevant Annex provisions shall be applicable until it
is addressed in an amendment of the SUCAR.” Applicability date for SUCARs by users is set at
six months after they have been promulgated (30 September 2011).
2. Layout of the SUCAR Document
Sudan Civil Aviation Regulations cover all aspects of aviation activities in the State of Sudan and
comprise of the following parts;
Part 0 SUCAR Index
Part 1 Personnel Licensing
Part 2 Rules of the Air
Part 3 Meteorological Service for International Air Navigation
Part 4 Aeronautical Charts
Part 5 Units of Measurement
Part 6 Operation of Aircraft
Note: Designated as Volumes of SUCAR Part 6 in general; Standards contained in ANR

Parts VII, Part VIII, Volumes 2, 3, 4, 5, 7 and ANR Part X, as amended, have been directly
adopted as Volumes of SUCAR Part 6.
Part 7 Aircraft Registration or Cancellation
Part 8 Airworthiness of Aircraft and Continuing Airworthiness
Note: Designated as Volumes of SUCAR Part 8 in general; Standards contained in ANR

Parts III, IV, V, VI, and VIII, as amended, have been directly adopted as Volumes of SUCAR
Part 8.
Part 9 RESERVED (Facilitation)
Part 10 Aeronautical Telecommunications
Part 11 Air Traffic Services
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Part 12 Search and Rescue
Part 13 Aircraft Accident and Incident Investigation
Part 14 Aerodromes
Part 15 Aeronautical Information Services
Part 16 Environmental Protection
Part 17 Aviation Security
Part 18 The Safe Transportation of Dangerous Goods by Air
Each Part of SUCAR, but not necessarily all, is composed of :
a) An introduction;
b) Text;
c) Definitions;
d) Notes;
e) Tables and figures;
f) Appendices; and
g) Attachments.
3 Rules of construction
In the Parts of these Regulations, unless the context requires otherwise:
1. Words importing the singular include the plural
2. Words importing the plural include the singular, and
3. Words importing the masculine gender include the feminine.
4. “Shall” is used in an imperative sense.
5. “May /should” is used in a permissive sense to state authority or permission to do the act
prescribed, and the words “no person may….” Or “a person may not …..” means that no person is
required, authorized or permitted to do the act prescribed, and
6. The word “Includes” means includes but is not limited to.
7. The word “Show” and its derivatives in these regulations have the exact intent as shown in the
dictionary.
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4 Amendment Rationale and Procedures
The existing Sudan Civil Aviation Regulations will from time to time be amended to reflect the latest
updates of ICAO Standards and Recommended Practices (SARPs); it will also be amended to reflect the
latest up to date aviation safety related matters detected by the Civil Aviation Authority, the aviation
industry service providers or operators, and individuals and authorization holders; amendment may also
be generated to ensure safety standardization and to accommodate new initiatives or technologies. The
amendment procedure shall be as follows;
1. When the Civil Aviation Authority (CAA) receives an amendment to any of the current ICAO
Annexes, the same will be routed by the Office of the Director General of Civil Aviation to the
Standard and Safety Surveillance Committee (SSSC) which in turn will provide a copy to the
concerned Directorate for their study and comments within a specified period of time and route
the same back to the SSSC for final study and release.
2. When any of the different CAA Directorates requires a change to the applicable SUCAR parts, it
will send a letter stating the required change along with its justified reasons for such change
where it will then be studied and decided upon by the SSSC.
3. Any of the above mentioned change requests would then be prepared in draft form and sent to the
concerned Directorate for further study and comments within a specified period of time.
4. All suggested changes will be drafted in the form of notices of proposed amendments and
addressed to all concerned including industry representatives for comments prior to final release.
5. Any differences between the new regulations and ICAO standards and recommended practices
will be reported and recorded as differences to ICAO and reflected in the Aeronautical
Information Publications (AIP).
6. Entry into force time frame for any new regulations will be the responsibility of the SSSC. The
SSSC will also be responsible for coordinating the identification of differences from
corresponding ICAO Annexes in coordination with the concerned Directorates.
7. The Office of the Director General is responsible for filing differences with ICAO as soon as new
regulations or amendments thereto have been promulgated.
8. All concerned parties will be given a copy of the new amendment and will be requested to update
their copy of the regulations including their list of effective pages.
9. Approved amendments or corrigenda of SUCAR or part(s) thereof will be disseminated to the
industry through hardcopies (news release circulars directives and other) and softcopies (online or
database, Internet address, CD-ROM and other).
10. It is the responsibility of all concerned parties to keep their copy of the regulations up to date.
11. Where applicable, regulations contained in the Air Navigation Regulations (ANRs) that have not
been revoked may be enforced should the need arise.
12. The State may release no regulation prior to the formal approval of the Competent Minister as
determined in Civil Aviation Act 2010 or the Director General of Civil Aviation on delegation by
the Competent Minister.
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SUBPART 1
GENERAL
X.1-01.01 Applicability
(1) This ANR X Vol.1 shall apply to -
(a) helicopters engaged in commercial air transport operations within the Republic of
Sudan;
(b) helicopters registered in the Republic of Sudan and engaged in commercial

international air transport operations;
(c) operators of helicopters and persons acting as crew members of the helicopters
registered in the Republic of Sudan; and
(d) Persons , other than crew members, whose presence on baord a helicopter is
pertinent to the appropriate operation .
(2) For the purposes of this ANR, a helicopter registered in another Country and operated by
the holder of an Air Operator Certificate (AOC) issued in the Republic of Sudan, shall be
deemed to be registered in the Republic of Sudan.
(3) The provisions of ANR Part X is a ligned whenever possible with ANR Part VIII Vol.
1 (General operating and Flight Rules) designed maily for aeroplanes. Howver, ANR Part
X remains a”stand alone” document for helicopter operatation .
X.1-01.02 Exemptions and Deviations
(1) The D.G of CAA Sudan may exceptionally and temporarily grant an exemption from the
provisions of ANR Part X wen satisfied that there is a need or an emergency subject to
complance with any suplementary condition be considers necessary in order to ensure an
acceptable level of safety in the particular case.
(2) The operator Flight Operations manager shall inform the Director General of Sudan CAA
within 5 working days of any occurrence which results in a deviation from rules prescribed
in this ANR.
X.1-01.03 Admission to cockpit
(1) The operator of a commercial air transport helicopter shall ensure that no person is
admitted to, or carried in the cockpit of the helicopter unless such person is -
(a) a flight crew member assigned to the flight;
(b) an authorised officer, inspector or authorised person; or
(c) permitted by, and carried in accordance with the instructions contained in the
Company Flight Operations Manual referred to in regulation ANR Part X.1-01.04.2.
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(2) The final decision regarding the admission of any person to the cockpit shall be the
responsibility of the pilot-in-command. Provided that
The admission of any person to the cockpit shall not interfere with the operation of the
helicopter.
(3) Any person carried in the cockpit shall be made familiar with the applicable procedures.
X.1-01.04 Drunkenness
(1) The operator of a commercial air transport helicopter shall not permit, and no person shall
enter or be in the helicopter while under the influence of alcohol or a drug having a
narcotic effect..
(2) An operator shall ensure that any person refferred to in subparagraph . (1)
above will be :
(a) Probibited from embarkation; or
(b) Disembarked if such a person is on board the helicopter.

X.1-01.05 Dry lease-in of commercial air transport helicopter
(1) An operator who intends to dry lease-in a foreign registered helicopter , when the
helicopter is operated under the AOC of the lessee , for commercial air transport
purposes, shall -
(a) ensure that such helicopter can be operated and is operated in accordance with the
requirements prescribed in this ANR; and
(b) obtain prior approval from the Director General to operate such helicopter.
(2) The approval referred to in sub regulation (1)(b) shall, subject to such conditions as the
Director General may determine, be granted if such helicopter is -
(a) type certified in accordance with the requirements prescribed in ANR Part III;
(b) maintained in accordance with a helicopter maintenance schedule referred to in

regulation ANR Part X.1-01.09.2;
(c) operated under the Air Operator Certificate (AOC) held by the operator referred to in
sub regulation (1).
(3) The conditions of approval referred to in sub regulation (2) shall be part of the lease
agreement between the operator referred to in sub regulation (1) and the operator from
which the foreign registered helicopter is leased.
X.1-01.06 Wet lease-in of commercial air transport helicopter
• An operator who intends to wet lease-in a foreign registered helicopter for commercial air
transport purposes, when the helicopter is operated under the AOC of the lessor, shall
obtain prior approval from the Director General to operate such helicopter.
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(2) The duration of the lease agreement concerned shall be limited to a maximum period of
six calendar months in one year.
(3) The approval referred to in sub regulation (1) shall, subject to such conditions as the
Director General may determine, be granted if such helicopter -
(a) is wet leased-in from an operator who is the holder of an Air Operator Certificate
(AOC) issued by an appropriate authority;
(b) has been type-certified by the appropriate authority;
(c) holds a valid certificate of airworthiness or similar document issued by such

appropriate authority;
(d) is maintained and operated in accordance with safety standards at least equivalent to the
safety standards referred to in this ANR; and
(e) will be operated in terms of the Air Operator Certificate (AOC) held by the operator
referred to in sub regulation (1).
(4) The operator referred to in sub regulation (1) shall -
(a) satisfy the Director General that the safety standards of the lessor are not less than the
safety standards referred to in this ANR;
(b) ensure that any law applicable to the helicopter to be wet leased-in, the maintenance
or operation thereof, is complied with.
(5) The total number of wet leased-in helicopters shall be such that an operator referred to in sub
regulation (1) will not be predominantly dependent on foreign registered helicopters.
(6) The conditions of approval referred to in sub regulation (3) shall be part of the lease
agreement between the operator referred to in sub regulation (1) and the operator from
which the foreign registered helicopter is leased.
X.1-01.07 Dry lease-out of commercial air transport helicopter
(1) Subject to the provisions of sub regulation (2), the operator of a Republic of Sudan
registered helicopter may dry lease-out the helicopter to any operator in an ICAO
contracting State.
(2) On request of the operator of a Republic of Sudan registered helicopter, the Director
General may exempt such operator from the applicable provisions of this ANR and
remove the helicopter from the Air Operator Certificate (AOC) held by such operator:
Provided that -
(a) the appropriate authority of the of the State of the operator to whom such helicopter is
dry leased, has accepted, in writing, responsibility for surveillance of the maintenance
and operation of such helicopter; and
(b) such helicopter is maintained according to an approved maintenance programme.
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X.1-01.08 Wet lease-out of helicopter
(1) An operator of a helicopter registered in the Sudan who intends to wet lease-out a
helicopter to any foreign operator shall remain the operator of the helicopter for the
purposes of Subpart 6, and responsibility for surveillance of the maintenance and
operation of such helicopter shall not be transferred to the appropriate authority of the
State of the operator to which such helicopter is wet leased-out.
X.1-01.09 Leasing of helicopter between two Sudan operators
(1) A Republic of Sudan operator who intends to lease out a helicopter and complete crew to
another Republic of Sudan operator, shall remain the operator of the helicopter and shall
retain the functions and responsibilities prescribed in Subpart 6.
(2) A Republic of Sudan operator, intending to utilise a helicopter leased from, or to lease it
to, another Republic of Sudan operator, shall obtain prior approval from the Director
General for the operation, and the conditions of approval shall be part of the lease
agreement between the operators.
(3) The terms of an approved lease agreement, other than an agreement in terms of which a
helicopter together with helicopter crew is leased, and where no transfer of functions and
responsibilities is intended, shall include -
(a) the arrangement concerning the Air Operator Certificate (AOC) in terms of which the
flights with the leased helicopter shall be operated; and
(b) any deviation from the Air Operator Certificate (AOC) in terms of which the flights with
the leased helicopter are to be operated.
X.1-01.10 Sub-chartering
(1) In the exceptional circumstances, as prescribed in ANR Part X.1-01.10 (3), an operator
may sub-charter a helicopter and crew from any operator who holds a valid Air Operator
Certificate (AOC) for the helicopter, issued by an appropriate authority, provided that :
(a) the sub-charter period does not exceed five consecutive days; and
(b) the operator of the helicopter so sub-chartered, informs the Director General, within
24 hours, of such sub-charter.
(2) The provisions of ANR Part X.01.01.1.5(1)(a) and (2), ANR Part X.01.01.1.6(3) and
(4)(b) and ANR Part X.01.01.1.9(1) and (3) shall apply mutatis mutandis to any sub-
charter referred to in this regulation.
(3) An operator may sub-charter a helicopter or crew, or both a helicopter and crew in
circumstances where such operator is faced with an immediate, urgent and unforeseen
need for a replacement helicopter and/or crew.
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X.1-01.11 Preservation of documents
(1) An operator shall ensuer that any original documentations or coppies there of. That hi is
required to preserve is preserved for the required refention period even if he ceases to
be the operator of thhe helicopter, and
(2) Where a crew member, in respect of whom an operator as kept a record, becomes a
crew member for another operator, that record is made available to the new operator.
X.1-01.12 Security
(1) Flight crew compartment security: if installed, the flight crew copartment door on
all helicopter operated for the purpose of carrying passengers shall be capble of being
locked form within the compartment in order to prevent unau thorised access.
(2) An operator shall ensure allhelcopterscarry a check list of procedures to be followed for
that type in searching for concealed weapons, exeplosives or dangerous devices. An
operator shalll also support the check list with guidance on the course of action to be
taken should abomd or suspicious object be found.
(3) An operator may establish, maintain and conduct training programmes which enable the
operators personel to take appropriate action to prevent acts of unlawful interferrnce, such
as subotage or unlawful seizure of helicopters and to minimize the concequncies of such
events if they occur.
(4) The operator shall establish and maintain a training programme to acquaint appropriate
employees with preventive measures and techniques in relation to passengers, baggage,
cargo, mail, equipment, stores and supplies intended for transport on an helicopter so that
they contribute to the prevention of acts of sabotage or other forms of unlawful
interference.
(5) Subsequent to any act of unlawful interference the pilot-in-command shall submit, without
delay, a report of such an act to the designated local authority. And the Director General
of CAA Sudan.
(6) Where the operator accepts the transport of weapons removed from passengers, the
helicopter should have provision for stowing such weapons in a place so that they are
inaccessible to any person during flight time and in compliance with regulations for the
transport of dangerous goods and National law governing the transport of fire arms.
X.1-01.13 Emergency and survival list
An operator must include in the Operations Manual a list of the survival and emergency
equipments carried for the routes and type of operatiion to be flown and the procedures for
cheching the serisseability of these equipment prior to take–off. Instructions regarding the
location, accessability and use of emergency and survival equipments and their asscciated
chech list(s) must also be in cluded.
(1) the number, colour and type of life rafts and pyrotechnics;
(2) details of emergency medical supplies;
(3) water supplies; and
(4) type and frequencies of emergency portable radio equipment.
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X.1-01.14 Electronic devices
Electronic devices which are not intentional transmitters of radio signals, may, with the prior
permission of the pilot-in-command, be operated on board a helicopter, but only in the cruise
phase of flight. Examples of such devices are :
(1) laptop computers;
(2) video cameras;
(3) tape recorders;
(4) electronic entertainment devices; and
(5) hand held calculators.
X.1-01.15 Operations of helicopter - Gerenal
(1) Anoperator shall not operate a helicopter for the purpose of commercial air transportation
other than in accordance with ANR Part X.
(2) Each helicopter shall be operated in compliance with the terms of its certificate of
Airworthiness (C of A) and within the approved limitations contained in its Flight Manual.
(3) Helicopter External load sting operations winching and HEMS (Emergency Medical
Services) oprations, stated in ANR Part X Vol.2, shall all be conducted with te regulation
and erquirement contained in ANR Part X.
(4) Helicopter operations in Jungle or Desent areas shall conducted with the requirements
contained in ANR Part X and within the conditions and limitations refired to in ANR Part X
Vol.2.
(5) An air transport helicopter shall not perform a low level en-rnite flight below 1000 feet
unless:
(a) Approved for such flight and authorised by the relevant CAA Authority.
(b) Compelled to do so because of weather conditions like thunder or sand
storms.
(c) When conducting winching, sling or HEMS operations
MAGNETIC TRACK from 000 to MAGNETIC TRACK from 180 to

Flight level IFR Flight level VFR Flight level IFR Flight level VFR
15 20 25
30 35 40 45
50 55 60 65
70 75 80 85
90 95 100 105
110 115 120 125
130 135 140 145
150 155 160 165
170 175 180 185
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X.1-01.16 Operational Directives
(1) The Director General (DG) CAA may direct by means of an Operational Directive that an
operation shall be prohibited limited or subject to certain conditions, in the interest of safe
helicopter operations.
(2) The Operation Directive states :
(a) The reason for issue.
(b) Applicability and duration, and
(c) Actions required the operator(s).
(3) Operational Directives are supplementary to the provisions of ANR Part X.
X.1-01.17 Language
(1) An operator must ensure that all crew members can communicate in English
Language.
(2) Irrespective of subpart (1) above, the operator must ensure that all operations persone
are able to understand all parts of the operations Manual, which pertain to their duties
and responsibilities even in Arabic Language.
X.1-01.18 Quality System
(1) An operator shall establish ane Quality System and designate ane Quality Manager
to moniter, comply with and adhre to the adequacy of procedures required to ensure
safe operational Practices and airworthy of helicopters.
(2) The Quality system must include a Quality Assurance Programme that contains
procedures are being conducted in accordance with all requirments, standards and
procedueres .
(3) The Quality system and the Quality Manager should be acceptable to the CAA –GM.
(4) The Quality system must be described in the relevant operator’s documentation.
(5) Not with standing subpart (1) above the General Manger may accept the nomination
of tow Quality Mangers, one for operations and one for maintenance, prosided that
operator has designated one Quality Manager unit to ensure that the Quality System
is applied uniformly thrnghout the entire operation.
X.1-01.19 Accident Prevention and Flight Safety Programme
(1) An operator shall establish an accident prevention and flight safety

programme, which maybe integrated with the Quality system, including :
(a) Programmes to achiere and maintain risk awareness by all perations;

and
(b) An occeerance reporting scheme to assessment of relevant incident
and accident reports in order to identity adverse trnds or to address
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defficiencie in the interest of flight safety; and
(c) Evaluation of relevant innformation relating to accidents and

incidents and the promulgation of related information, but not the
attribution of blame; and
(d) The appointment of aperson accountable for managing the
programme.
(2) Proposals for Corrective action resulting form the accident prevention and flight
safety programme shall be the responsibility of the person accountable
for manaying te programme.
(3) The effectiveness of changes resulting from proposals for corrective action
identified by the accident and flight safety programme shall be monitered by the
Quality Manager.
X.1-01.20 Authority of the pilot-in Command
(1) An person carried on board a helicopter shall obey all laeufel commands given
by the pilot-in Command for the purpose of seuring the safety of the helicopter and its
occupants.
X.1-01.21 Trensportation Dangerous Goods
An operator shall take all reasonable measures to ensure that no person offers or accepts
dangerous goods for transport by air unless the person has been trained and the goods are
properly classified, Documented, Certifieated, described, packaged, marked and labled and in
afit condition for transport as requied by ANR-XI.
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SUBPART 2
FLIGHT CREW
X.1-02.01 Composition of Flight Crew
(1) An operator shall ensuer that:

(a) The coposition of the flight crew and the number of flight crew members at
designated crew stations are both in compliance with, and no less that the minimum
specified in, the Helicopter Flight Manual.
(b) The flight crew includes additional flight crew members when required by the type
of operation, and is not reduced below the number specified in the Operations
Manual.
(c) All flight crew member hold an applicable and valid licence acceptable to the
Autority and are auitably qualified and competent to conduct the duties assigned to
them.
(d) Procedures are established acceptable to the Autority, to prevent the crewing togter
of inexperienced flight crew member;and
(e) One pilot amongst the flight crew is designated as the commander who may
delegate the conduct of te flight to another suitably qualified pilot.
(f) When engaging the services of flight crew members who are self-employed and/or
working on afreelance or part-time basis, the requirements of those are complied
with.
(g) For crew members serving the operator as a commander, initial operator’s Crew
Resource Management (CRM) training shall be completed before commencing
unsupervised line flying.
(2) Pilots. An operator shall ensure that:

(a) Commanders and co-pilots on an IFR flight hold a vlid instrument rating, except
that the holder of a pilot licence may fly in VMC at night, provided he is
appropriately qualified for the cireumstances, airspace and flight conditions in
which the flight is conducted. This qualification requirement must be entered in the
Operations Manual and be acceptable ot the Authority.
(b) For IFR operations using helicopters with a maximum approved passenger
seating configuration (MAPSC) of more than 9.
(i) The minimum flight crew is two qualified pilots;and
(ii) The commander holds a valid Airline Transport Pilot’s Licence
(Helicopter)(ATPL(H));
(c) For operations using helicopters with a maximum approved passenger seating
configuration (MAPSC) of more tan 19:
(i) The minimum flight crew is two qualified pilot;
(ii) The commander holds a valid Airline Transport Pilot’s Licence
(Helicoper)(ATPL(H)).
(3) Helicopters not covered by sub-paragraph (2-b) and (2-c) above may be operated by a
single pilot provided that the requirements of Appendix 1 to ANR X.02.01 are satisfied.
(4) The operator shall designate one pilot among the flight crew as pilot-in-command of a
commercial air transport helicopter and the pilot-in-command may delegate the conduct of
the flight to another suitably qualified pilot.
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X.1-02.02 Crew member emergency duties
(1) The operator and, where appropriate, the pilot-in-command of a commercial air transport
helicopter, operated by a multi-crew, shall assign to each crew member concerned, the
necessary functions to be performed in an emergency or a situation requiring emergency
evacuation.
(2) The functions referred to in sub regulation (1) shall be such as to ensure that any
reasonably anticipated emergency can be adequately dealt with and shall take into
consideration the possible incapacitation of individual crew members.
(3) The operator shall prove to the satisfaction of the Director General that the crew members
are competent to perform such functions, by means of an emergency evacuation
demonstration carried out in accordance with the requirements prescribed in section X.1-
02.02 (6).
(4) The operator shall carry out an emergency evacuation demonstration referred to in sub
regulation (3) when a new type or variant of helicopter or new configuration of an existing
helicopter is introduced for use.
(5) A crew member shall not accept an assignment of emergency functions unless such crew
member has been trained to perform emergency functions in accordance with the
requirements prescribed in Subpart 3.
(6) An emergency evacuation demonstration must be performed by the flight crew members
in accordance with the following:
(a) actual operation of all types of exits;
(b) demonstration of the method used to operate a slide where fitted;
(c) actual fire fighting using equipment representative of that carried in the helicopter on
an actual or simulated fire except that, with Halon extinguishers, an approved
alternative method may be used;
(d) the effects of smoke in an enclosed area and actual use of all relevant equipment in a
simulated smoke-filled environment;
(e) actual handling of pyrotechnics, real or simulated, where fitted; and
(f) demonstration in the use of the life raft(s), where fitted.

X.1-02.03 Recency, route and heliport qualifications
(1) A pilot shall not act as pilot-in-command of a commercial air transport helicopter operated
on a scheduled public air transport service, unless the pilot has within the preceding 12
months demonstrated to the operator of such helicopter an adequate knowledge of -
(a) the route to be flown,
(b) the heliports to be used;
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(c) the procedures applicable to flight paths over heavily populated areas and areas of
higher traffic density; and
(d) obstructions, physical layout, lighting, approach aids and arrival, departure, holding
and instrument approach procedures including operating minima.
(2) If a route requires a specific type of navigation qualification, the pilot-in-command

shall within the 12 months immediately preceding a flight on such route, demonstrate his
or her ability to the operator of the commercial air transport helicopter by -
(a) flying over the route as pilot-in-command using the applicable special type of
navigation system; or
(b) flying over the route under the supervision of a suitably qualified pilot using the
applicable special type of navigation system.
X.1-02.04 Cabin crew complement
Not applicable for the time being.

X.1-02.05 Operation on more than one type or variant by cabin crew
Operation on more than one type or variant an operator shall ensure that a flight crew member
does not operate more than one type or a variant unless:
(1) the flight crew member is competent to do so, and
(2) Appropriate procedures, approued by the authority are included in the

operations manual.
X.1-02.06 Senior cabin crew
X.1-02.07 Cabin crew emergency evacuation stations

X.1-02.08 Seating of cabin crew during flight

X.1-02.09 Flight time and duty periods
(1) The operator of a commercial air transport helicopter shall -
(a) establish a scheme for the regulation of flight time and duty periods for each crew
member; and
(b) include the scheme referred to in paragraph (a) in the Company Flight Operations
Manual referred to in regulation ANR Part X.1-04.02;
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(c) ensure that each crew member complies with the provisions of the scheme referred to
(d) in paragraph (a);
(e) not cause or permit any crew member to fly in the helicopter if such operator knows or
has been made aware that such crew member -
(i) will exceed the flight time and duty period prescribed in sub regulation (1)(a)
while on flight duty; or
(ii) is suffering from or, having regard to the circumstances of the flight to be
undertaken, is likely to suffer from fatigue which may endanger the safety of
the helicopter or its crew members and passengers; and
(f) not schedule a crew member for active flight duty for a period exceeding eight
consecutive hours during any given flight time and duty period unless authorised in
the scheme referred to in paragraph (a).
(2) Except with the approval of the Director General, the flight and duty scheme of the
operator shall not be in conflict with the provisions of this regulation ANR Part X.1-02.09.
(3) The provisions to be included in a flight and duty scheme referred to in sub regulation (1)
shall be as prescribed in the relevant SCAA procedure; a general – and never to exceed –
limitation is in annex 2 of this regulation.
(4) The standard provisions which the Director General regards as the basis for an
acceptable scheme of flight and duty limitations and which, if included in an operator’s
scheme, will facilitate approval by the Director General are contained in paragraphs 7 to
13 below.
(5) Although operators are expected to plan their schemes in accordance with the
requirements, it is however recognised that the standard provisions will not necessarily be
completely adaptable to every kind of operation. In exceptional circumstances, operators
may apply to have variations from the standard provisions included in their schemes.
However, such variations should be kept to a minimum and approval will only be granted
where an operator can show that these proposed provisions will ensure an equivalent
level of protection against fatigue.
(6) Definitions :
- days off: means periods available for leisure and relaxation, no part of which forms part
of a duty period. A single day off includes two local nights. Consecutive days off must
include a further local night for each consecutive day off. A rest period may be included
as part of a day off;
- duty period: means any continuous period throughout which either a flight crew member
flies in any helicopter, whether as a flight crew member or as a passenger, at the behest
of his or her employer, or otherwise carries out a required duty in the course of his or her
employment. It includes any flight duty period, positioning at the behest of the operator,
ground training, office duties, flight watch, home reserve and standby duty;
- flight duty period: means any time during which a person operates in a helicopter as a
member of its flight crew. It starts when the flight crew member is required by an operator
to report for a flight, and finishes at on-chocks or engines off, or rotors stopped, on the
final sector for that flight crew member;
16

- flight watch: means a period of time during which a flight crew member be required to
check with the operator at specified times as to whether his or her services as a flight
crew member will be required and, should this be the case, will report for duty at the time
then specified;
- home reserve: means a period of time during which a flight crew member must be
prepared to respond to a call out for flight duties as yet unspecified. The flight crew
member must report for duty within a specified time from call out;
- local night: means a period of eight hours falling within the ten hour period from 21h00 to
07h00 local time;
- positioning: means the practice of transferring flight crew from place to place as
passengers in surface or air transport at the behest of the operator;
- rest period: means a period before starting a flight duty period which is intended to
ensure that a flight crew member is adequately rested before a flight;
- split duty: means a flight duty period which consists of two or more flight duties which
are separated by less than the minimum rest period;
- standby duty: means a period of time during which a flight crew member is in a position
to commence a flight duty at once.
(7) Requirements of the Republic of Sudan Civil Aviation Regulations-
(a) An operator of a helicopter must have a scheme for the regulation of flight times and
duty times of the flight crew.
(b) A flight crew member may not fly, and an operator may not require that flight
crew member to fly, if either has reason to believe that he or she is suffering or is
likely to suffer while flying, from such fatigue as may endanger the safety of the
helicopter or
of its occupants.
(c) Every flight crew member is required to inform the operator of all flying he or she has
undertaken if the cumulative amount of such flying and any scheduled duties is likely
to exceed the maximum laid down in the Regulations.
(8) Operators’ schemes and their approval-
(a) An operator must submit a proposed scheme for the regulation of flight time and duty
periods and minimum rest periods to the Director General for approval.
(b) Any deviation from the approved scheme must be submitted to the Director General for
approval.
(c) Non-availability of auto pilot or auto stabilisation systems requires a reduction in flight
time and duty period in respect of commercial air transport and IFR operations.
(9) General principles of control of flight, duty and rest time-
(a) The prime objective of any scheme of flight time limitations is to ensure that
flight crew members are adequately rested at the beginning of each flight duty
period. Helicopter operators will therefore need to take account of inter-related
planning constraints on
17

(i) individual duty and rest periods;
(ii) the length of cycles of duty and the associated periods of time off; and
(iii) cumulative duty hours within specific periods.
(b) Duties must be scheduled within the limits of the operator’s scheme. To allow for
unforeseeable delays the pilot-in-command may, within prescribed conditions, use his
or her discretion to exceed the limits on the day. Nevertheless, flight schedules must
be realistic, and the planning of duties must be designed to avoid, as far as possible,
exceeding the flight duty limits.
(c) Other general considerations in the sensible planning of duties are -

(i) the need to construct consecutive work patterns which will avoid, as far as
possible, such undesirable rostering practices as alternating day/night duties
and the positioning of flight crew in a manner likely to result in a serious
disruption of established sleep/work patterns;
(ii) the need, particularly where flights are carried out on a programmed basis, to
allow a reasonable period for the pre-flight notification of duty to flight crew,
other than those on standby; and
(iii) the need to plan time off and also to ensure that flight crew members are
notified of their allocation well in advance.
(10) Responsibilities of flight crew members
It is the responsibility of all flight crew members to make optimum use of the opportunities and
facilities for rest provided by the operator, and to plan and use their rest periods properly so as
to minimise the risk of fatigue.
(11) Standard provisions required for an operator’s scheme

(a) The standard provisions which the Director General regards as the basis for an
acceptable scheme of flight and duty limitations and which, if included in an operator’s
scheme, will facilitate approval by the Director General are contained in the relevant
Sudan CAA procedure.
(b) Although operators are expected to plan their schemes in accordance with the
requirements, it is however, recognised that the standard provisions will not nec-
essarily be completely adaptable to every kind of operation. In exceptional circum-
stances, operators may apply to have variations from the standard provisions included
in their schemes. However, such variations should be kept to a minimum and approval
will only be granted where an operator can show that these proposed provisions will
ensure an equivalent level of protection against fatigue.
(12) Limitations of flight duty periods - flight crew
(a) Extension of flight duty period by in-flight relief

The additional crew member must hold the qualifications of the operational duty
required for the relief.
There must be available and comfortable reclining seat separated and screened from the
passenger compartment.
The in-flight rest period must be of at least 3 hours.
(b) Extension of flight duty period by split duty :
18

When a FDP consists of two or more duties separated by less than a minimum rest
period, then the FDP may be extended beyond that permitted in the tables by the
amounts indicated below:
Consecutive hour rest Maximum extension of the FDP

Less than 3 Nil
Period equal to half of the consecutive hours
3 - 10
rest taken
The rest period must not include the time required for immediate post-flight and pre-
flight duties. When the rest period is not more than six hours, it will be sufficient if
a quiet and comfortable place is available, not open to the public, but if the rest period
is more than six consecutive hours, then a bed must be provided.
(c) Positioning
All time spent on positioning as required by the operator is classed as duty, but
positioning does not count as a sector when assessing the maximum permissible
FDP. Positioning, as required by the operator, which immediately precedes a FDP, is
included as part of the FDP for the purpose of paragraph 7.1.
(d) Travelling time:

(i) Travelling time other than that time spent on positioning may not be classed
as duty time and may not be included in cumulative totals of duty hours.
Note: Travelling time from home to departure aerodrome can become an important
factor if long distances are involved. If the journey time from home to the normal
departure aerodrome is length, flight crew members should make arrangements for
accommodation nearer to their bases to ensure adequate pre-flight rest.
ii)
(Where travelling time between the aerodrome and sleeping accommodation
provided by the operator exceeds thirty minutes each way, the rest period
must be increased by the amount of the excess, or such lesser time as is
consistent with a minimum of ten hours at the sleeping accommodation.
(iii) When flight crew members are required to travel from their home to an
aerodrome other than the one from which they normally operate, the assumed
travelling time from the normal aerodrome to the other aerodrome is classed
as positioning and is subject to the controls of positioning detailed in
paragraph 7.4.
(e) Pilot-in-command discretion to extend a flight duty period :
(i) A pilot-in-command may, at his or her discretion, extend a FDP beyond the
maximum normally permitted, provided he or she is satisfied that the flight can
safely be made. In these circumstances the maximum normally permitted is
calculated according to what actually happens, not on what was planned to
happen. The operator’s scheme must include guidance to pilots-in-command
on the limits within which discretion to extend a FDP may be exercised. An
extension of three hours beyond the maximum normally permitted should be
regarded as the maximum, except in cases of emergency.
(ii) Whenever a pilot-in-command so exercises his or her discretion, he or she
must report it to the operator and, should the maximum normally permitted be
exceeded by more than two hours, both the pilot-in-command and the
operator must submit a written pilot-in-command discretion report - extension
of flight duty period, to the Director General within thirty days.
19

Notes:
1. Discretion reports either concerning extension of a flight duty period or reduction

of a rest period must be submitted to the Sudan CAA Operations Department. Those
reports will be used by the Director General when assessing the realism of
particular schedules.
2. An emergency in respect of an extension of a flight duty period is a situation

which in the judgement of the pilot-in-command presents serious risk to health or
safety.
(f) Delayed reporting time

When flight crew members are informed of a delay before leaving their place of rest
the FDP starts at the new reporting time or four hours after the original reporting time,
whichever is the earlier. The maximum FDP is based on the original reporting time.
This paragraph does not apply if flight crew members are given ten hours or more
notice of a new reporting time.
(g) Additional limits applicable to helicopter flying:

(i) Pilots engaged in repetitive short flights, with an average of ten or more
takeoffs and landings per hour, must have a break of at least thirty minutes
away from the helicopter within any continuous period of three hours.
(ii) Operators must specify maximum periods of continuous operation on the more
demanding aspects of helicopter flying, such as winching and external-load
carrying. The limits applied, depending on the nature and circumstances of a
particular operation, may need to be more restrictive.
(13) Rest periods
(a) It is the responsibility of the operator to notify flight crew members of a flight
duty period so that adequate and, within reason, uninterrupted pre-flight rest can
be obtained by the flight crew. Away from base, the operator must provide the
oppor- tunity and facilities for the flight crew to obtain adequate pre-flight rest.
It is the operator’s responsibility to ensure that rest accommodation is
satisfactory. When operations are carried out at such short notice that it is
impracticable for an operator
to ensure that rest accommodation is satisfactory, it will be the pilot-in-command
responsibility to obtain satisfactory accommodation.
(b)
(i) Each duty period, including flight watch and home reserve, must be preceded
by a rest period of at least:
Nine consecutive hours including a local night; or
ten consecutive hours; or
if the preceding FDP, adjusted for split duty, exceeds eleven hours, an
additional rest period must be provided for in the operator’s scheme to the
satisfaction of the Director General.
(ii) Where a flight crew member has completed two consecutive duty periods, the
aggregate of which exceeds eight hours flight time or eleven hours duty time
(extensions by in-flight relief or split-duty disregarded), and the intervening rest
period has been less than twelve consecutive hours embracing the hours
between 11h00 and 06h00 local time, he or she must have a rest period on
20

the ground of at least twelve consecutive hours embracing the hours between
22h00 and 06h00 local time or so much longer as to embrace these hours
prior to commencing any further duties, but not necessarily larger than twenty
four consecutive hours; provided that this requirement does not apply in re-
spect of consecutive flight watch and home reserve duties.
(iii) Following sixty hours of duty of any nature associated with his of her
employment, except flight watch and home reserve duty, a flight crew member
must have a rest period of not less than twenty-four consecutive hours before
commencing further duties.
(iv) When a flight crew member has completed a flight time and duty period in
excess of eighteen hours, he or she must receive a rest period of at least
eighteen hours including a local night before he or she commences any further
duties.
(v) Time on flight watch and home reserve duty may be counted towards the
required rest periods preceding a period of duty.
Pilot-in-command discretion to reduce a rest period
(vi) A pilot-in-command may, at his discretion, reduce a rest period to below the
minimum required. The exercise of such discretion must be considered
exceptional and should not be used to reduce successive rest periods. A rest
period must be long enough to allow flight crew members at least 8 hours, at
the accommodation where the rest is taken. If a rest period is reduced, the
pilot-in-command must submit a report to his or her employer, and if the
reduction exceeds 2 hours, must submit a written report to the Director
General within 30 days.
(vii) For the purpose of calculating the minimum rest period before commencement
of duties, the required post flight duties on completion of the previous FDP is
added to such FDP.
(14) Duty periods
(a) The following limits apply:
Duty Maximum duration

Flight watch No limit
Home reserve No limit
Positioning No maximum
Standby Maximum 12 hours (not necessarily consecutive) in any 24 hour
period
Standby + FDP 20 hours
(b) For the purpose of calculating duty time, the following applies:
(i) For the calculation of accumulated duty time, flight watch and home reserve is
credited on the basis of eight hours for every period of twenty four or fewer
consecutive hours, or on a one-for-one basis, whichever is the lesser.
(ii) Standby duty time must count fully as duty time for the calculation of
accumulated duty time.
21

(15) Days off Flight crew members must -
(a) not work more than seven consecutive days between days off; and
(b) have two consecutive days off in any consecutive 14 days; and
(c) have a minimum of six days off in any consecutive four weeks at the aerodrome from
which they normally operate; and
(d) have an average of at least eight days off in each consecutive four week period,
averaged over three such periods.
(16) Maximum cumulative duty hours: The average weekly total of duty hours may not exceed
seventy hours over seven days, or sixty hours averaged over any two consecutive weeks.
All types of duty, flight duty, ground duty, split duty, stand-by and positioning is counted in
full for this purpose. Any period of seven or more consecutive days within which the
flight crew member is employed on duties other than flight duties, flight watch or home
reserve, standby, office duties or positioning is not included in calculating the above
average weekly total of duty hours.
(17) Cabin crew members
(18) Records to be maintained
An operator must retain all pilot-in-command discretion reports of extended flight duty
periods and reduced rest periods for a period of at least six months.
X.1-02.10 Duties of pilot-in-command regarding flight preparation
(1) Category II approach

A Category II approach is an ILS approach procedure which provides for an approach to
a decision height lower than 200 feet but not lower than 100 feet and a RVR of not less
than 350 m.
(2) Category III approach

A Category III approach is divided into a -
(a) Category III A approach, which is an ILS approach procedure which provides for an
approach with either a decision height lower than 100 feet or with no decision height
and with a RVR of not less than 200 m;
(b) Category III B approach, which is an ILS approach procedure which provides for an
approach with either a decision height lower than 50 feet or with no decision height
and with a RVR of less than 200 m but not less than 50 m; and
(c) Category III C approach which is an ILS approach procedure which provides for an
approach with no decision height and no RVR limitations.
(3) Adequate and suitable aerodromes-

22

(a) An adequate aerodrome is an aerodrome licensed or approved, or an aerodrome in

an approved urban area; an
(b) A suitable aerodrome is an adequate aerodrome with weather reports, or forecasts or

any combination thereof, indicating that-
(i) the weather conditions are at or above operating minima, as specified in the
operation specifications,
(ii) the field condition reports indicate that a safe landing can be accomplished at
the time of the intended operation, and
(iii) the facilities necessary to complete an approach at such aerodrome is
operational.
23

SUBPART 3
TRAINING AND CHECKING
DIVISION ONE : Flight Crew Training
Note (1) ANR part X Vol. 3 (Helicopter fligh crew licencing) is referred to in this subpart:
Where this is the case, it should be noted that until ANR. X. Vol. 3 has been imlimented the
equipvalent regulations contained in ANR. X Vol. 2 will apply.
X 1-03.01 General Provisions:
(1) The operator of a commertial air transport helicopter shall establish and maintain a
ground and flight training programmed for all crew members in accordance with the
provisions conatined in ANR part X volumes 1, 2 and 3 where applicable.
(2) The operator shall ensure that the programme mentioned in paragraph types of training
and the relevant ground training syllabi which are contained in the relevant SCAP to
anx.
(a) Initial crew resource manangement training (CRM);
(b) Conversion training and chekcing;
(c) Difernces and familiarisation training.
(d) Resurent training and checking;
(e) Refresher training; and
(f) The syllabi prescribed in ANR. X 1 for initial and refresher training on dangerous
goods transportation.
(g) A special course training as required for special operations.
(3) The operator shall ensure that:
(a) Each crew member receives the required training in accordance with the
requirments and limitations contained in ANRX.
24

(b) The training shall be carried out by a competer it, F1(H), examiner, an authorised
person or as required by the appropriate CA authority.

(c) Each crew member should pass the reuired test(s) and recive the applicable
certificate and/ or endorcement.
(4) Requirements for single pilot operations under IFR or at night are contained in the
relevant SCAP related to part x.
(5) The upgrade training course for upgrating to pilot-in-command (PIK) included in the
relevant SCAP.
(6) Recurrent training and checking required by ANRX-01-0306 is defined in the relevant
SCAP;
(7) Pilot’s qualifications to operate in either pilots’ seat required b X.1-03.07 are detailed in
the relevant SCAP related to ANRX.
X.1-03.02 Conversion Training (PILOTS)
(1) The operator (of a commercial air transport helicopter) shall ensure that -
(a) a flight crew member completes a type conversion course in accordance with the
applicable requirements prescribed in ANR Part X Vol. 3 when changing from one
type of helicopter to another type for which a new type rating is required;
(b) a flight crew member completes an operator's type conversion course before
commencing unsupervised operational flying –
(i) when changing to a helicopter for which a new type rating is required; or
(ii) when employed by such operator;
(c) type conversion training is conducted by a competent person in accordance with the
detailed course syllabus included in the operator Flight Operations Manual and as
prescribed in X.1-03.03 (4);
(d) the amount of training required by the operator's type conversion course is
determined after due note has been taken of the flight crew member's previous
training as recorded in the training records referred to in regulation Spupart 4;
(e) the minimum standards of qualification and experience required of flight
crew members before undertaking type conversion training are specified in the
relevant SCAP related to part X.
(f) each flight crew member undergoes the checks prescribed in regulation ANR Part
X.1-03.07(2) and the training and checks prescribed in regulation ANR Part X.1-
03.07(6) before commencing operational flying under supervision;
(g) upon completion of operational flying under supervision, the check
prescribed in regulation ANR Part X.1-03.07(4) is undertaken; and
25

(h) in the case of multi-crew operations, crew resource management training as

prescribed in ANR Part X.1-03.03 (8); is incorporated in the conversion course.
(2) In the case of changing helicopter type , the check prescribed in regulation ANR Part X.1-
03.07(2) may be combined with the type rating skill test prescribed in ANR Part X Vol. 3.
(3) The operator's type conversion course and the type rating course prescribed in ANR Part
X Vol. 3, may be combined.
(4) An operator’s type conversion course syllabus must include the following items:
(a) Ground training and checking including helicopter systems, normal, abnormal and
emergency procedures;
(b) emergency and safety equipment training and checking which must be completed
before helicopter training commences;
(c) crew resource management training;
(d) helicopter/flight simulator training and checking; and
(e) operational flying under supervision and operational check.
(5) Crew resource management training :
(a) If the flight crew member has not previously completed an operator’s type conversion
course then the operator should ensure that a crew resource management (CRM)
course with a full length syllabus is completed. The flight crew member should not be
assessed either during or upon completion of this course.
(b) If the flight crew member undergoes a subsequent conversion course with the same
or another operator, he or she should complete the appropriate elements of the CRM
course. The flight crew member should not be assessed either during or upon
completion of this training.
(c) Recurrent training:
(i) Where an operator utilises line orientated flying training (LOFT) in
the recurrent training programme, the flight crew member should
complete elements of CRM training. The flight crew member should not be
assessed.
(ii) Where an operator does not utilise LOFT, the flight crew member should
complete elements of CRM training every year. The flight crew member
should not be assessed.
(iii) An operator should ensure that flight crew members complete the major
elements of the full length CRM course over a four year recurrent training
cycle. The flight crew member completing this refresher training should not be
assessed.
(iv) When a flight crew member undergoes an operator proficiency check,
operational check or command course, then CRM skills should be included in
the overall assessment.
(d) Operators should, as far as is practicable, provide combined training for flight crew
and cabin crew.
26

(e) There should be an effective liaison between flight crew and cabin crew training
departments. Provision should be made for flight instructors and cabin crew instruc-
tors to observe and comment on each others training.
(f) The successful resolution of helicopter emergencies requires interaction between
flight crew and cabin crew and emphasis should be placed on the importance of
effective co-ordination and two-way communication between all flight crew members
in various emergency situations. Initial and recurrent CRM training should include joint
practice in helicopter evacuations so that all who are involved are aware of the duties
other flight crew members should perform. When such practice is not possible,
combined flight crew and cabin crew training should include joint discussion of
emergency scenarios.
(g) As part of the Operations Mabual, the CRM course (for conversion and recurrent
training) will approved by the Director General. An operator may use a course
provided by another operator, if that course has already been approved.
X.1-03.03 Differences Training and Familiarisation Training
(1) The operator of a commercial air transport helicopter shall ensure that a flight crew
member completes differences training when -
(a) operating another variant of a helicopter of the same type currently operated; or
(b) a change of equipment or procedures on types or variants currently operated,

requires the acquisition of additional knowledge.
(2) The operator shall ensure that a flight crew member completes familiarisation training
when-
(a) operating another helicopter of the same type or variant; or
(b) a change of equipment or procedures on types or variants currently operated,

requires the acquisition of additional knowledge.
(3) The operator shall specify in the Flight Operations Manual when differences training or
familiarisation training is required.
X.1-03.04 Upgrading to Pilot-in-Command
(1) The operator of a commercial air transport helicopter shall ensure that, for an upgrade to
pilot-in-command from co-pilot, and for a pilot joining as pilot-in-command -
(a) a minimum level of experience is specified in the Flight Operations Manual; and
(b) for multi-crew helicopters, the co-pilot or pilot, as the case may be, completes an
appropriate command course.
(2) The command course referred to in sub regulation (1)(b) shall be specified in
the Flight
Operations Manual and shall include -
(a) An approved flight simulator is available, training in such simulator, including

operational flying training, or flying training on the helicopter;
(b) an operator proficiency check operating as pilot-in-command;
(c) pilot-in-command responsibilities;

27

(d) operational training in command under supervision : a minimum of 10 sectors is

required for pilots already qualified on the helicopter type;
(e) completion of a pilot-in-command operational check prescribed in regulation ANR Part

X.1-03.07;
(f) in the case of scheduled air service operations, the recency, route and heliport
qualifications prescribed in regulation ANR Part X.1-02.03; and
(g) in the case of multi-crew helicopter, crew to operation course (MCC)as prescribed in
ANR Part X.Vol.3.
X.1-03.05 Pilot-in-Command Holding a Commercial Pilot License
(1) The minimum qualiffication requirements for a pilot in-command of a commercial air
transport helicopter are either:
(a) An airline transport licence (Helicopter (ATPL(H); or
(b) A commercial pilot licence (Helicopter (CPL(H) provided that:
(i) When conducting air operations under IFR he has a minimum of 1000hrs
flight time/ on helicopters of which at least 3000hrs as pilot in-command
and 100hrs under IFR.

(ii) When conducting operations under (VMC) at night, a pilot in command
without a valid instrument rating has 500 flight time on helicopters which
include 200hrs as pilot-in command and 20hrs at night as pilot flying.
X.1-03.06 Recurrent Training and Checking
(1) The operator shall ensure that:
(a) Each flight member undergoes recurrent training and cheking that all such training
cheking is relevant is the type or variant of the helicopter on which the flight crew
operates.
(b) A recurrent training and checking programme is establised in the operations manual
approved by authority.
(c) Recurrent training is cunducted by the following personel:

(i) Ground and refresher training by suitably qualified personned.
(ii) Helicopter/ flight simulator training by a type rating instructor (TRI) or a
flight instrctor (FICH); or in the case of the flight simulator contents, a
synthetic flight instructor (SFI);
28

(iii) Emergency and sfety equuipment training by suitably qualfied personel.
(iv) CRM training by suitably qualified personel.
(d) Recurrent checking is conduct by the following personel:

(i) Operator proficiency checks by a type rating examinner (TRE) or a flight
examiner (FE) with the appropriate type rating nominated by the operator and
accepted to the authority or a synthetic flight examiner (SFE) if the check
is conducted in a flight simulator approved and accepted by the relevant
authority;
(ii) Line check by suitably qualified pilots in-command trained in the assessment
of CRM skills; nominated by the operator and acceptable to the authority.
(2) Operator proficiency checks
(a) an operator shall ensure that:
(i) Each crew member undergoes operator proficiency checks to demonstrate his
competence in carrying out normal, abnormal and emergency procedures; and
(ii) The check must be conducted without external visual references, as
appropriate, when it is likely that the crew member will be required to operate
in IFR.
(b) The period of validity of an opertor proficiency check shall be 6 calender monts in
addition and the remainder of the month the issue.
(3) An operator shall ensure that each flight crew member undergoes: (i)
A line check every 12 months from the date of issue.
(ii) Emergency and safety equipment training and checking every 12 monts;
(iii) CRM one every 3 years;
(iv) Ground and refresher training every 12 months.
29

(4) Helicopter flight simulator training: An operator shall ensure that each flight crew
member undergoes helicopter/ flight simulator training at least every 12 clender months.
If the training is cunducted within 3 calender months prior to the expiry of the 12
calender months the next helicopter/ flight simulator training must be completed within
12 claender months of the original expiry date of the provious ground and refresher
training.
X.1-03.07 Pilot Qualification to Operate in Either Pilot's Seat
(1) The operator of a commercial air transport helicopter shall ensure that -
(a) a pilot to be assigned to operate in either pilot's seat, completes the appropriate
training and checking; and
(b) the training and checking programme is –

(i) specified in the Flight Operations Manual; and
(ii) is undertaken in accordance with the appropriate syllabus as prescribed in
subpart(2) below.
(2) Training
(a) A pilot-in-command required to operate in the co-pilot seat and carry out the duties of
co-pilot, or a pilot-in-command required to conduct training or examining duties from
the co-pilot seat, must complete additional training and checking as specified in the
Flight Operations Manual, concurrent with the proficiency checks prescribed in ANR
Part X.1-03.06. This additional training must include at least the following:
(i) An engine failure during take-
off; (ii) Simulated singlea auto
rotations; (iii) Quick stops;
(iv) Single engin landing;
(b) When engine-out manoeuvres are carried out in the helicopter, the engine failure
must be simulated.
(c) A pilot relieving as pilot-in-command, must demonstrate practice of drills and

procedures, concurrent with the proficiency checks prescribed in ANR Part
X.1-03.06, which would otherwise have been the responsibility of the pilot-in-
command. Where the differences between pilot-in-command and co-pilot seats are
not significant (for example because of use of auto-pilot) then practice may be
conducted in either seat.
(d) A pilot other than the pilot-in-command occupying the pilot-in-command seat, must
demonstrate practice of drills and procedures, concurrent with the proficiency checks
prescribed in ANR Part X.1-03.06, which would otherwise have been the pilot-in-
command responsibility acting as pilot non-flying. Where the differences between
pilot-in-command and co-pilot seats are not significant (for example because of use of
auto-pilot) then practice may be conducted in either seat.
30

X.1-03.08 Advanced Qualification Programme
(1) The period of validity for the training referred to in regulation ANR Part X.1-03.07 may
be extended if the Director General has approved an advanced qualification
programme established by the operator. For special operations as in ANR X Vol.2.
(2) The advanced qualification programme shall contain training and checking which
establishes and maintains a proficiency that is not less than the proficiency referred to in
regulations ANR Part X.1-03.03(4), ANR Part X.1-03.04, ANR Part X.1-03.05, ANR
Part X.1-03.06 and ANR Part X.1-03.07.
X.1-03.09 Recent Experience:
(1) An operator shall ensure that, except as permitted in subparagraph below:
(a) A pilot should carry out at least 3 take-offs, 3 circuits and 3 landings as pilot flying in
a helcipter of the same type, or a flight simulator, or the helicpoter type to be used,
in the preceding 90 days.
(b) For night VMC operations:

(i) A pilot without a valid instrument rating has carried out at least 3 t/os, 3
circuits and 3 landings at night in the preceeding 90 days.
(ii) A pilot with a valid IR statisties the night recent experience if he has
carried out at least 3 approachs in instrument flying in the preceeding 90
days. This recency may be obtained in STD if available.
(2) The 90 days period prescribed in (1) above may be extended up to a maximum of 150
days by line flying under the supervision of a nominated pilot in command.
X. 1-03.10 Training Records
(1) An operator shall:
(a) Mention records of all training, checking and qualifications prescribed in X.1-
03.03, 03.05, 03.06, and 30.07. undertan by flight crew member; and
X.1-03.11 Cabin Crew Training:
(1) Applicability: an operator shall ensure that all cabin crew members, assigned to duties in
the passenger’s cabin of helicopters comply with the requirements of ANR part VIII
air transport operations except with the vaiations contain in pragraphs (2), and (3) below.
31

(2) When applying the text of ANR part VIII the following text shall be interpreted, for the
purpose of cabin crew training as indicated below:
(a) In ANR X.1-03.11, the use of the term crew members is not to be interpreted to
mean crew members in the sense of ANR VII.
(b) For aeroplane read helicopter;
(c) The term airport(s) include heliport(s).
(d) Reference to any subpart if ANR VIII means the appropriate subpart in ANRX.
(3) Aniviation: the following rules do not apply to helicopter cabin crew members in
conversion of difference training:
(a) Evacuation slide training;
(b) Sudden decompresion;
(c) Severe air turbulence;
(d) Slides, slide rafts.
(e) Dropout oxygen.
DIVISION TWO: Crew Membes other than Flight Crew
X.1-03.12 Applicability
An operator shall ensure that all crew members, other than flight crew members, assigned by
the operator to duties in the helicopter, comply with the requirements of X.1-03-12 axcept for
cabin crew members who will comply only with the requirements in X.1-03.11.
X.1-03.13 Minimum requirements
(1) An opertor shall ensure that each crew member:
(a) Is at least 18 years of age;
(b) Hass passed an initial medical examination or asessment and is found medically
fit to discharge the duties specified in the operation smanual.
32

(c) Remains medically fit to dischare the duties specified in the operations
manual;and
(2) An operator shall ensure that each crew member is competent to perform his duties in
accordance with procedures specified in the operations manual.
X. 1-03.14 Initial Training
An operator shall ensure that each crew member successfly completes initial training (which
shall include appropriate elements of X.1-03.01 accepted by the authroity, and the checking
prescribed X.1-03.19 before undertaking conversion training.
X.1-03.15 Conversion and difference training
(1) An operator shall ensure that each crew member has completed appropriate training as
specified in the operations manual, before undertaking assigned duties as follows:
(a) Conversion training. A conversion course must be completed before being;
(i) First assigned by the operator to operate as a crew member; or
(ii) Assigned to operate another helicopter type; and
(b) Differences training differences training must be completed beofre operating:
(i) On a variant of a helicopter type currently operated; or
(ii) With different safety equipment, safety equip, safety equipment location,
equipment relevant to the crew member’s duties, or normal and
emergency procedures on currently operated helicopter types or variats.
(2) An operator shall determine the content of the conversion or differences training taking
account of the crew members training records required by X.1-03.21.
(3) An operator shall ensure that:
(a) conversion training is conducted in a structured and realistic manner;
(b) difference training is conducted in a structured manner; and
(c) conversion training, and if necessary differences training, includes the use of all
relevant equipment (including safety equipment) and emergency procedures

33

applicable to the type or variant of helicopter and invloves training and practice
on either a representative training device or on the actual helicopter. (d)
Elelements of CRM training are integrated into the conversion cours).
X.1-03.16 Familiarisation Flights
An operator shall ensure that, following capletion of conversion training. Each crew member
undertakes familiarisation flight prior to operating as one of the crew members required by
ANR X.
X.1.-03.17 Rescurrent Training
(a) An operator shall ensure that eahc crew member undergoes recurrent training, covering
the actions assigned to each crew member in normal and emergency procedures and
drills relevant to the type(s) and/or variant(s) of helidcopter on which they operate.
(b) An operator shall ensure that the recurrent training and checking programme accepted
by the authority includes theoretical and parctical instruction, together with individual
practice.
(c) The period of validity of recurrent training and the associated ehckig required by X.1-
03.19 shall be 12 calender months in addition to the remaindr of the month of issue. If
issued within the final 3 calender months of validity of a previous check, the period of
validity shall extend from the date of issue until 12 calender months from the expiry date
of that previous ckeck.
(d) An operator shall ensure that:
(1) Elements of CRM are integrated into allappropriate phasses of the recurrent
training; and
(2) Eahc crew member undergoes specific modular CRM training. All major topics of
the intitial CRM training shall be covered over a period not exceeding 3 years.]
X.1-03.18 Refresher Training;
(a) Are operator shall ensure that each crew member who has been absent from all flying
34

duties for more than 6 months completes refresher training specified in the operations
manual.
(b) An operator shall ensure that when a crew member has not been absent from all flying
duties, but has not, during the preceeding 6 months, undertaken duties on a type of
helicopter as a crew member, boefore undertaking such duties on the type, the crew
member either:
(1) Complete refresher training on the type; or
(2) Operates two re-familiarisation sectors.
X.1-03.19 Checking
(a) An operator shall ensure that during or following completion of the training required
by X.1-03.14, X.1-03.15, X.1-03.16, each crew member undergoes a check covering
the training received in order to varify his proficiency in carrying out normal and
emergency safety duties. These checks must be preformed by personnel
acceptable to the authroity.
(b) An operator shall ensure that each crew member undergoes check as follows: (1)
Initial training. (X.1-03.14);
(2) Conversion and differences (X.1-03.15);
(3) Recurrent training (X.1-03.16).
X.1-03.20 Operation on more than one type or variant
(1) An operator shall ensure that each crew member does not operate on more than three
helicopte types except that, with the opproval of the authority, the crew member may
operate on four helicopte types, provided that safety equipment and emergency
procedures for at least two of the types are similar.
(2) For the purposes of sub-pragraph (a) above, variants of a helicopter type are considered
to be different types if they are not similar in all the following aspects:
35

(a) Emergency exit operation;
(b) Location and type of safety equipment; and
(c) Emergency procedures.
X.1-03.21 Training records
(1) An operator shal lmaintain records of all training and checking required by X.1-
03.14,15,16,18 and 19 above; and

(2) Make the records of all intitial, conversion and recurrent training and
checking available, on request, to the crew member concerned.
36

SUBPART 4
DOCUMENTATION AND RECORDS

X.1-04.01 Documentation and Records
Documents to be retained on the ground an operator of commercial air transport helicpter
engaged in public air transportation servic, shall ensure the following documents are retained
for a period of at least 90 days.
(a) Copy of the relevant parts of the Flight Folio;
(b) The load and trim sheet.
(c) Passenger list or manifist;
(d) The specail load notification and
(e) A general declaration when helicopter engaged in international flight
X.1-04.02 General operations manual (Company Flight operations Manual – FOM).
General Rules for Operation manual
(a) An operator shall ensure that the operations manual contains all instructions and
information necessary for operational personnel to perform their duties.
(b) An operato shall submit one copy – including 2 "approval partition" sheets (refer to the
appropriate scap) already singed by the company mangers of the operations manual to
the Sudan CAA Director General for approval.
(c) An operator shall ensure that the contents of the operations manual, including all a
mendments or revision, do not contravence the conditions contained in the air operator
certificate (AOC) or any applicable, regulations and are acceptable to, or, where
applicable, approved by Authority.
(d) Unless otherwise approved by the authority, or preseribed by national law, an operator
must prepare the operations manual in the English Language. In addition to an operator
may transtate and use the manual, or parts thereof, into another Language.
(e) Should it becomes necessary for an operator to produce new operations manual or
major parts volumes thereof, he must comply with subparagraph (C) above. In all other
cases, an operator must comply with sub-pargraph (c) above as soon as possible and in
37

no case later than.

(f) An operator shall insure that all operation personnel have easy access to a copy of each
part of the operations manual which is relevant to their duties. In addition, the operation
shall supply crew members with a personnel copy of, or sec form, part A and B of
operations manual as are relevant personnel study.
(g) Each holder of an operations manual, or appropraite part of it, shall keep it up to date
with the a mendments or revisions supplied by the operator.
(h) An operator shall supply the authority with intended a mendments and revisions in
advance of the effective date. when the a mendment concerns any part of the operation
manual which must be apporved in accordance with ANR X , this approval shall be
optained before the amendment becomes effective.
(i) An operator shall insure that the contents of the operations manual are presented in a
formcopy in which they can be used without difficulty (the design of operationsl
manual shall oberve Human factors and CRM principles.)
(j) Keep the master copy of the operations manual of the company flight operations manual
in safe place.
An operator must ensure that the main structure of the company flight operations manual is
as follow:
Part 1: General:
This part must comprise all non type-related operational policies, instructions and procedures
needed for a safe operation and must comply with all relevant ANR.
Part 2: Helicopter operating matters:
This part must comprise all type-related instructions and procedures needed for as safe
operation. It must take account of the defferent types of helicopters or variants used by the
operator.
Part 3: Route and aeodrome instructions and information
This part must comprise all instructions and information needed for the area of operation.
38

Part 4: Training:
This part must comprise all training instructions for perssonel required for a safe operation.
(a) An operator must ensure that the contents of the company flight operations manual are
in accordance with pargraph 3 of this technical standard, and relevant to the area and type
of operation.
(b) An operator must ensure that the detailed structure of company flight operations manual
is approved by the Director General.
X.1-04.03 Flight time and duty period records
1. The operator of a commercial air transport helicopter shall
(a) Maintain current flight time and duty period records of all crew members in such
operator's employ;and
(b) Retain the flight time and duty period records for a period of 15 calendar
monthes calculated from the date of the last flight of each crew member.
2. A Flight crew member in part-time employ of an operator shall his or her maintain
flight time and duty period records and shall provide copies thereof to the operator to
enable such operator to ensure that such flight crew member does’not exceed the limit.
X.1-04.04 Records of emergency and survival equipment:
1. An operator shall compile a list of all survival and emergency equipment to be carried in
helicopter at all time.
2. the survival and emergency equipment list shall be included the in the company flight
operations manual, refered to ANR Part X.1-04.02.
3. The format and minimum information to be encluded in the survival and emergency
equipment list shall be as prescribed in ANR Part X.1-04.04.
4. An operator must have emergency and survival list contains:
(a) The number, colour and type of life rafts and pyrotechnics;
(b) Midical supplies.

39

(c) Water supplies.
(d) Emergency of portable radio equipment with freqancies.
X.1-04.05 Crew member training records
(a) maintaina the records of all training and checking required by ANR Part
X.1.04.04
(b) Make the records of all initial, conversion and recurrent training and checking
available, on request, to crew member concerned.
X.1-04.06 Load and trim sheet:
(1) An operator shall ensure that no flight is undertaken by helicopter unless the person
superintending the loading of such helicopter has completed certified a load and trim
sheet.
(2) The load and trim sheet shall be in duplicate and one copy shall be carried in the
helicopter, and one copy shall be retained in accordance with the provisions of Reglation
ANR Part X.1.04.01.
(3) The load and trim sheet shall be retained for e period of 90 days.
X.1-04.07 Helicopter checklist
An operator shall, in addition to aircraft checklist, compile and make available to the flight crew
member and other staff members in such operator’s employ, a cheklist of the procedures to be
followed by such flight crew and staff members when searching for concealed weapons
explosives or the other dengerious devices.
X.1-04.08 Flight recorder records
An operator shall ensure, in the event one of his aircraft becomes involved in an accident, the
preservation of all related flight recorder records, and if necessary the assocaited flighted
recorders, and their retention in the safe custody pending their disposition as determined in
accordance with ICAO ANNEX 13.

40

X.1-04.09 Helicopter journey log
Information to contained in helicopter journey log.
a) The helicopter journey log must contain the following:
(i) Helicopter nationality and registration.
(ii) Date.
(iii) Names of flight crew members.
(iv) Duty assignments of flight crew members.
(v) Place of departure.
(vi) Place of arrival.
(vii) Time of departure.
(viii) Time of arrival.
(ix) Hours of flight.
(x) Nature of flight.
(xi) Incidents, observations.
(xii) Signture of person in charge..
b) The operator must ensure that all entries are made currently and that they are
permanent in nature.
41

X.1-04.10 Operational flight plan:
a) An operator must insure that the operational flight plan used and entries made during
flight contain the following:
(1) Helicopter registration;
(2) Helicopter type and variant.
(3) Date of flight
(4) Flight identification.
(5) Names of flight crew members.
(6) Duty assigned of flight crew member.
(7) Place of departure.
(8) Time of departure.
(9) Place of arrival.
(10) Time of arrival.
(11) Type of operation (VHF, HEMS, etc).
(12) Route and route segments with checkpoints/ way point, distances, time and
track.
(13) Planned cruising speed and flying times between check points/ way points.
Estimated and actual time overhead.
(14) Safe altitude and minmum levels.
(15) Planned altitudes and flight levels.
(16) Fuel calculation (records of in-flight fuel checks);
(17) Fuel on board when starting Enines.
(18) Alternate (s) for destination and where applicable, take off and en-route
including information required.
(19) Initial ATS fligh plan clearance and subsequent re-clearance.
42

(20) In flight re-planning calculation and
(21) Relevant meeorolgical information.
(b) Items which are readily available in other documentation or form and acceptable source
or are irrelevant to the type of operation may be omitted from the operational flight plan.
(c) An operator must ensure that the operational flight plan and its use is described in the
operation manual.
(d) An operator shall ensure that all entries on the operation flight plan are made
concurrently and they are permanent in nature.
X.1-04.11 Flight Plan
(a) A Flight Plan filed prior to departure must contain the following items:
(i) Helicopter identification and transponder data;
(ii) Flight rules and type of flight;
(iii) Number and type of helicopter and turbulance category;
(iv) Radio, navigation and approach-aid equipment;
(v) Flight information region boundaries and estimate time;
(vi) Aerodrome of departure and time;
(vii) Cruising speed and flight level;
(viii) Route to be followed;
(ix) Destination aerodrome and estimate times of arrival;
(x) Alternat aerodrome;
(xi) Alternating action required;
(xii) Fuel endurance;
(xiii) Total number of persons of persons on board;
(xiv) Emergency and survival equipment and colour of helicopter;
(b) Flight Plan filed in must contain;
(i) Helicopter Registration;

43

(ii) Flight rules;
(iii) Type of helicopter;

(iv) Aerodrome of departure;
(v) Cruising speed and flight level;
(vi) Route to be followed;
(vii) Destination aerodrome and estimated time of arrival;
(viii) alternate aerodeome for IFR flights;
(ix) Alerting action required;
(x) Fuel endurance;
(xi) Total number of person on board;
(xii) Name . postal address, telephone and Fax number of the operator or pilot-in-
comand to Helicopter.
44

SUBPART 5
INSTRUMENTS/COMMUNICATIONS AND NAVIGATION EQUIPMENT

X.1-05.01 Approval of Instruments and Equipment
(1) The operator of a commercial air transport helicopter shall ensure that a flight does not
commence unless the instruments and equipment required under this Sub-Part, or
otherwise installed on the helicopter, are -
(a) subject to the provisions of sub regulation (2), approved and installed in accordance
with the requirements, including operational and airworthiness requirements,
applicable to such instruments and equipment; and
(b) in a condition for safe operation of the kind being conducted, except as provided for in
the MEL (Minimum Equp. List).
(2) The operator shall not be required to obtain approval for the following -
fuses, intrinsically safe electric torches, accurate time piece, first-aid equipment,
megaphones, survival equipment, sea anchors and equipment for the mooring, anchoring
or manoeuvring of amphibious helicopters on water.
X.1-05.02 Flight, navigation and associated equipment for helicopters operated under
VFR
(1) The operator of a commercial air transport helicopter shall not operate the helicopter in
accordance with VFR, unless such helicopter is equipped with -
(a) a magnetic compass;
(b) an accurate time-piece indicating the time in hours, minutes, and seconds;
(c) a sensitive pressure altimeter calibrated in feet, with a sub scale setting, calibrated in
Hecto Pascal, adjustable for any barometric pressure setting likely to be encountered
during flight;
(d) an airspeed indicator;
(e) a vertical speed indicator;
(f) a turn-and-slip indicator or a turn co-ordinator, incorporating a slip indicator;
(g) an attitude indicator;
(h) a stabilised direction indicator; and

(i) a means of indicating in the cockpit the outside air temperature in degrees Celsius,
provided that a helicopter with a maximum certified mass of 3175 kilograms or less,
does not have to comply with the provisions of paragraph (g) and (h).
(2) If two pilots are required to operate a commercial air transport helicopter, the second
pilot's station shall be equipped with -
45

(a) a sensitive pressure altimeter with a sub scale setting calibrated in Hecto Pascal,
adjustable for any barometric pressure setting likely to be encountered during flight;
(b) an airspeed indicator;
(c) a vertical speed indicator;
(d) a turn-and-slip indicator or a turn co-ordinator, incorporating a slip indicator;
(e) an attitude indicator; and
(f) a stabilised direction indicator:
Note1: Provided that a helicopter with a maximum certified mass of 2 730 kilograms or
less, does not have to comply with the provisions of paragraph (e) and (f).
(3) A commercial air transport helicopter being operated by night in accordance with VFR -
(a) outside a radius of 15 nautical miles from its point of departure; or
(b) if on a cross-country flight, for longer than 20 minutes; or
(c) over water at a distance from land corresponding to more than 10 minutes at normal
cruise speed, shall be equipped with a radio altimeter with an audio warning operating
below a pre-set height and a visual warning capable of operating at a height
selectable by the pilot.
(4) All helicopter certificated to operate in metric system shall be provided with conversion
tables (Meters/Feet)(Hb/mm/inch).
X.1-05.03 Flight, navigation and associated equipment for aircraft operated under
IFR
(1) The operator of a commercial air transport helicopter shall not operate the helicopter in
accordance with IFR, unless such helicopter is equipped with -
(a) a magnetic compass;
(b) an accurate time-piece indicating the time in hours, minutes and seconds;
(c) two sensitive pressure altimeters with sub scale settings, calibrated in Hecto Pascals,
adjustable for any barometric pressure setting likely to be encountered during flight;
(d) in the case of a helicopter having a maximum certified mass in excess of 7000
kilograms, a radio altimeter with an audio warning operating below a pre-set height
and a visual warning capable of operating at a height selectable by the pilot;
(e) an airspeed indicator system with heated pitot tube or equivalent means for
preventing malfunctioning due to either condensation or icing, including a warning
indicator of pitot heater failure;
(f) a vertical-speed indicator;
(g) a turn-and-slip indicator or a turn co-ordinator, incorporating a slip indicator;
46

(h) an attitude indicator;
(i) a single standby attitude indicator, capable of being used from either pilot's station
which-
(i) is powered continuously during normal operation and, after a total failure of
the normal electrical generating system is powered from a source independent
of the normal electrical generating system;
(ii) provides reliable operation for a minimum of 30 minutes after total failure of
the normal electrical generating system, taking into account other loads on the
emergency power supply and operational procedures;
(iii) operates independently of any other attitude indicating system;
(iv) is operative automatically after total failure of the normal electrical generating
system; and
(v) is appropriately illuminated during all phases of operation: Provided that if the
standby attitude instrument system is capable of being used through flight
attitudes of 360° of pitch and roll, the-turn-and slip indicators may be replaced
by slip indicators;
(j) a stabilised direction indicator;
(k) a means of indicating in the flight crew compartment the outside air temperature in
degrees Celsius; and
(l) an alternate source of static pressure for the altimeter and the airspeed and vertical
speed indicators.
(2) If two pilots are required to operate a commercial air transport helicopter the second pilot's
station shall be equipped with -
(a) a sensitive pressure altimeter with a sub scale setting, calibrated in Hecto Pascals,
adjustable for any barometric pressure setting likely to be encountered during flight,
which may be one of the two altimeters required under sub regulation (1)(c);
(b) an airspeed indicator system with heated pitot tube or equivalent means for
preventing malfunction due to either condensation or icing including a warning
indicator of pitot heater failure;
(c) a vertical-speed indicator;
(d) a turn-and-slip indicator or a turn co-ordinator, incorporating a slip indicator;
(e) an attitude indicator; and
(f) a stabilised direction indicator.

(3) In complying with the provisions of sub regulation (1)(i) it shall be clearly evident to
the flight crew members when such standby attitude indicator is being operated by
emergency power.
4) Where the standby attitude indicator referred to in sub regulation (1)(i) has its own
dedicated power supply, there shall be an associated indicator, either on the instrument or
instrument panel, when such power supply is in use.
47

X.1-05.04 Airborne weather radar equipment
(1) The operator of a commercial air transport helicopter with a maximum approved
passenger seating configuration of more than nine seats, shall not operate the helicopter
unless such helicopter equipped with airborne weather radar equipment whenever such
helicopter is operated by night or in IMC in areas where thunderstorms or other potentially
hazardous weather conditions, may be expected to exist along the route.
X.1-05.05 Helicopter Operating Lights
An operator shall not operate a helicopter unless it is equipped with:
(1) For lighting by day under VFR:
(a) Anti-colision lights system;
(2) For flight under IFR or by night, in addition to equipment specified in subparagraph (a)
above :
(a) Lighting supplied from the helicopter’s electrical system to provide adequate
illumination for all instruments and equipment essential to the safe operation of
the helicopter; and
(b) Lighting supplied from the helicopter’s electrical system to provide illumination in
all passenger compartments; and
(c) An electric torch for each required crew member readily accessible to crew
members when seated at their designated station; and
(d) Navigation/ position lights; and
(e) Two landing lights of which at least one in adjustable in flight so as to
illumniate the ground in front of and below the helicopter and the ground on
either side of the helicopter; and
(f) Lights to conform with the international regulations for preventing collisions at sea
if the helicopter is amplibius.
X.1-05.06 Cockpit and Flight crew member interphone system

(1) The operator of a commercial air transport helicopter on which more than one cockpit
crew member is required, shall not operate the helicopter unless such helicopter is
equipped with a cockpit crew interphone system, including headsets and microphones,
not of a hand-held type, for use by all cockpit crew members.
48

(2) The operator of a commercial air transport helicopter with a maximum approved passenger
seating configuration of more than 19 seats, shall not operate the helicopter unless such
helicopter is equipped with a flight crew member interphone system.
(3) The flight crew member interphone system shall -
(a) operate independently of the public address system referred to in regulation ANR Part
X.1-05.07 except for handsets, microphones, selector switches and signalling
devices;
(b) provide a means of two-way communication between the cockpit and each passenger
compartment;
(c) be readily accessible for use from each of the required cockpit crew stations in the
cockpit;
(d) be readily accessible for use at the required cabin crew stations close to each
separate or pair of floor level emergency exits;
(e) have an alerting system incorporating aural or visual signals for use by cockpit crew
members to alert the cabin crew and for use by cabin crew to alert the cockpit crew;
(f) have a means of the recipient of a call to determine whether it is a normal call or an
emergency call; and
(g) provide on the ground a means of two-way communication between ground personnel
and at least two cockpit crew members, if the design of the helicopter requires such
interphone communication.
X.1-05.07 Public Address System
(1) [Except as in (c) below,] and opertor shall not operate a helicpoter with a
maximum approved passenger seating confliguration [(MAPSC)] of more than 9
unless a public address system is installed.
(2) The public address system required by this paragraph must:
(a) Operate independently of the interphone systems except for handsets,
headsets, microphones, selector swithches and signalling devices;
(b) be readily accessible for immediate use from each required flight crew
member station;
(c) be readily accessible for use from at least one cabin crew member station in the
cabin, and each public address system microphone intended for cabin
crew use must be positioned adjacent to a cabin crew member seat that is
49

located near each required floor level emergency exit in the passenger
compartment;
(d) be capable of operation within 10 seconds by a cabin crew member at each
of those stations in the compartment from which its use in accessible;
(e) be audible and intelligible at all passenger seats, toilets and cabin crew seats and
work stations; and
(f) following a total failure of the normalelectrical generating system, provide
reliable operation for a minimum of 10 minutes.
(3) For helicipter with a maximum approved passenger seating configuration (MAPSC) of
more than 9 but less than 19, the public address system is not reuired if:
(a) The helicopter is designed without a bulkead between pilot and
passengers; and
(b) The opertor is able to demonstrate that when in flight, the pilot’s voice
is audible and inteeligible at all passengers seats.]
X.1-05.08 Helicopters certifcated for operating on water miscellaneous equipment
(1) An operator shall not operate on water a helicopter certificated for operating on
water unless it is equipped with:
(a) A sea anchor and other equipment necessary to facilitate mooring, anchoring or
manoeuvring the aircraft on water, appropriate to is size, weight and handling
characteristics; and
(b) Equipment for making the sound signlals perscribed in the international
regulations for preventing collisions at sea, where applicable.
(2) All helicopters on flights over water - Ditching
(a) An operator shall not operate a helicopter in performance class 1 or 2 on a flight
over water in a hostile environment at a distance from land corresponding to
50

more than 10 minutes flying time at normal criuse speed unless that helicopter is
so designed for landing on water or is certificated in accordance with ditching
provisions.
(b) An operator shall not operate a helicopter in performance class 1 or 2 on a flight
over water in a non-hostile environment at a distance from land corresponding to
more than 10 minutes flying time at normal cruise speed unless that helicopter is;
so designed for landing on water; or is certificated in accordance with ditching
provisions; or is fitted with emergency flotation equipment.
(c) An operator shall not operate a helicopter in performance class 2, when taking-off
or landing over water, unless that helicopter is; so designed for landing on water;
or is certificated in accordance with ditching provisions; or is fitted
with emergency floatation equipment. (see IEM OPS 3.384©). except where, for
the purpose of minimising exposure, the landing or take-off at a HEMS operating
site located in a congested engironment is conducted over water – unless
otherwise required by the authority.
(d) An operator shall not operate a helicopter in performance class 3 on a flight over
water beyond safe forced landing distance from land unless that helicopter is; so
designed for landing on water; or is certificated in accordance with ditching
provisions; or is fitted with emergency floatation equipment.
X.1-05.09 Survival Suits
(1) The operator of a commercial air transport helicopter shall not operate the helicopter
beyond 10 minutes flying time at normal cruising speed from land when the weather report
or forecasts available to the pilot-in-command indicate that -
(a) the water temperature will be less than 10° C during the flight; or
(b) the estimated rescue time exceeds the calculated survival time, unless each person
on board is wearing a survival suit.
51

X.1-05.10 Communication Equipment
(1) A helicopter shall be provided with radio communication equipment capable of:
(a) conducting two-way communication for heliport control purposes;

(b) receiving meteorological information at any time during flight;
(c) conducting two-way communication at any time during flight with at least
one aeronautical station and with such other aeronautical stations and on
such frequencies as may prescribed by the appropriate authority.
(2) General
(a) An operator or pilot-in-command must ensure that a flight does not commence unless
the communication and navigation equipment required under Subpart 5 of this ANR
Part X is :
(i) approved and installed in accordance with the requirements applicable to

them, including the minimum performance standard and the operational and
airworthiness requirements;
(ii) installed in such manner that the failure of any single unit required for either
communication or navigation purposes, or both, will not result in the inability
to communicate and/or navigate safely on the route being flown;
(iii) in an operable condition for the kind of operation being conducted except as
provided in the MEL; and
(iv) so arranged that if equipment is to be used by one flight crew member at his
or her station during flight, it must be readily operable from his or her station.
When a single item of equipment is required to be operated by more than one
flight crew member, it must be installed so that the equipment is readily
operable from any station at which the equipment is required to be operated.
(b) Communication and navigation equipment minimum performance standards are those
prescribed in the applicable ANR, unless different performance standards are pre-
scribed.
(3) Radio equipment
(a) An operator or pilot-in-command may not operate a helicopter unless it is equipped

with radio equipment required for the kind of operation being conducted.
(b) Where two independent (separate and complete) radio systems are required, each
system must have an independent antenna installation except that, where rigidly
supported non-wire antennae or other antenna installations or equivalent reliability are
used, only one antenna is required.
(c) The radio communication equipment required to comply with subparagraph (1), must
also provide for communication on the aeronautical emergency frequency 121,5 MHz.
(4) Audio selector panel
The operator or pilot-in-command may not operate a helicopter under IFR unless it is
equipped with an audio selector panel accessible to each required flight crew member.
(5) Radio equipment for operations under VFR over routes navigated by reference to visual
landmarks An operator or pilot-in-command may not operate a helicopter under VFR over
52

routes that can be navigated by reference to visual landmarks, unless it is equipped with
the radio
equipment (communication and SSR transponder equipment) necessary under normal
operating conditions to fulfil the following:
(a) communicate with appropriate ground stations;
(b) communicate with appropriate air traffic service facilities from any point in controlled
airspace within which flights are intended;
(c) receive meteorological information; and
(d) reply to SSR interrogations as required for the route being flown (When mandated by
CAA).
(6) Communication and navigation equipment for operations under IFR, or under VFR over
routes not navigated by reference to visual landmarks.
(a) The operator or pilot-in-command may not operate a helicopter under IFR, or under
VFR over routes that cannot be navigated by reference to visual landmarks, unless
the helicopter is equipped with -
(i) two independent radio communication systems necessary under normal
operating conditions to communicate with an appropriate ground station from
any point on the route;
(ii) two independent navigation aids appropriate to the route/area to be flown;
(iii) an approach aid suitable for the destination and alternate aerodromes;
(iv) an area navigation system when area navigation is required for the route/area
being flown;
(v) an additional VOR receiving system on any route, or part thereof, where
navigation is based only on VOR signals;
(vi) an additional ADF system on any route, or part thereof, where navigation is
based only on NDB signals; and
(vii) SSR transponder equipment as required for the route/area being flown (if
mandated by CAA).
(b) The operator or pilot-in-command may operate a helicopter that is not equipped with
the navigation equipment specified in subparagraph (1)(e) or (f), provided that it is
equipped with alternative equipment authorised, for the route/area being flown, by the
Director General. The reliability and the accuracy of alternative equipment must allow
safe navigation for the intended route.
(c) The above requirements may be met by combinations of instruments or by integrated

flight systems or by a combination of parameters on electronic displays provided that
the information so available to each required pilot is not less than that provided by the
instruments and associated equipment as specified above.
(d) Where not more than one item of equipment specified in
subparagraph (1), is unserviceable when the helicopter is about to begin a flight, the
helicopter may nevertheless take off on that flight if –
(i) it is not reasonably practicable for the repair or replacement of that item to be
carried out, before the beginning of the flight;
(ii) the helicopter has not made more than one flight since the item was last
serviceable; and the pilot-in-command is satisfied that, taking into account the
latest information available as to the route/area and aerodrome to be used,
including any planned diversion, and the weather conditions likely to be
encountered, the flight can be made safely and in accordance with any
relevant requirements of the appropriate air traffic service unit.
53

X.1-05.11 Navigation Equipment
(1) A helicopter shall be provided with navigation equipment which will enable it to proceed:
(a) in accordance with its operational flight plan;
(b) in accordance with prescribed RNP types; (Reqired Navigation Performance) and
(c) in accordance with the requirements of air traffic services;
(2) 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 (1).
(3) 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.
X.1-05.12 Installation of Navigation/Communications Equipment.
(1) The equipment installation shall be such that the failure of any single unit required for
either communications or navigation purposes or both will not result in the failure of
another unit required for communications or navigation purposes.
X.1.05.13 Cockpit voice recorders –1
(1) An operator shall not operate a helicopter first issued with an individual certificate
of airworthiness, [ ] on or after 1 August 1999, which has a miximum
certificated take-off mass (MCTOM) over 3175kg unless it is equipped with a
cockpit voice recorder which, with reference to a time scale, records:
(a) Voice communications transmitted from or reveived by the [ ] crew by radio;
(b) The aural environment of the cockpit including without interruption, the audio
signals received from each [ ] crew microphone in use;
(c) Voice communications of [ ] crew members [ ] using the [crew members]
interphone system;
(d) Voice or audio signals identifying navigation or approach aids introduced into
headset or speaker; and

(e) Voice communications of [ ] crew membes [ ] using the public address system,
where practicable.
54

(2) The cockpit voice recorder shall be capable of retaining information recorded
during at least the last hour of its operations except that for those helicopters
with a maximum certificated take-off mass of 7000 kg or less, this period may
be reduced to 30 minutes.
(3) The cockpit voice recorder must start automatically to record prior to the
helicopter moving under its own power and continue to record until the
termination of the flight when the helicopter is no longer capable of moving
under its own power. In addition, depending on the availability of
electrical power, the cockpit voice recorder must start to record as early as
possible during the cockpit checks prior to engine start at the beginning of the
flight until the cockpit checks immediately following engine shutdown at the
end of the flight.
(4) The cockpit voice recorder must have a device to assist in locating that
recorder in water.
(5) In complying with this section, the cockpit voice recorder may be combined
with the flight data recorder.
Cockpit voice recorders –2
(1) An operator shall not operate a helicopter first issued with an individual
Certificate of Airworthiness, [ ] up to and including 31 July 1999 which has
a maximum certificated take-off mass (MCTOM) over 7000 kg or a
maximum
[ certificated take-off mass (MCTOM) over 3175 kg but not more than 7000 kg
and first issued with an individual Certificate of Airworthiness on or after 1
January 1987;] unless it is equipped with a cockpit voice recorder which
records with reference to a timescale;]
55

(a) Voice communications transmitted from or received by the [ ] crew by radio.
(b) The aural environment of the cockpit, including where practicable, without
interruption, the audio signals received from each [ ] crew microphone in use;
(c) Voice communications of [ ] crew members [ ] using the [crew member’s]
interphone system;
(d) Voice or audio signals identifying navigation or approach aids introduced into a
headset or speaker; [ ]
(e) Voice communications of [ ] crew members [ ] using the public address system,
where practicable; and
(f) For a helicopter not equipped with a flight data recorder, the parameters
necessary to determine main rotor speed.
(2) The cockpit voice recorder shall be capable of retaining information recorded duriing
at least the 30 minutes of its operation.
(3) The cockpit voice recorder must start to record prior to the helicopter moving under
its own power and continue to record until the termination of the flight when the
helicopter is no longer capable of moving under its own power.
(4) The cockpit voice recorder must have a device to assist in locating that recorder in
water.
(5) In complying with this section, the cockpit voice recorder may be combined with the
flight data recorder.
(6) [Helicopter with a maximum certificated take-off mass (MCTOM) over 3175 kg
but not more than 7000kg oerated for the purpose of HEMS on or before 1 August
1999, may continue to be operated for the purpose of HEMS without being equipped
with a cockpit voice recorder untilg 31 Dcember 2010, if acceptable to the authority.]
Flight data recorders - 3
(1) An operator shall not operate any helicopter first issued with an individual certificate of
56

airworthiness [ ] on or after I August 1999 which has a maximum certificated take-off
mass (MCTOM) over 3175 kg unless it is equipped with a flight date recorder that
uses a digital method of recording and storing data and a methoed staoage medium is
available.
(2) The flight date recorder shall be capable of retaining the data recorder durign at least the
last 8 hours of its operation.
(3) The flight date recorder must, with reference to a time scale, record:
(a) [For helicopter with a maximum certificated take-off mass (MCTOM) over 3175kg
but not over 7000kg] the parameters [listed in table A of Appendix 1,]
(b) For [ ] helicopters with a maximum certificated take-off mass over 7000kg, the
[parameters listed in table B of Appendix 1,].
[except than, if acceptable to the authority parameter 19 need not be recorded,
when any of the flollowing conditions are met:
(i) The sensor is not readily available,
(ii) A change is required in the equipment that generates the data;]
(c) For all helicopters, the flight data recorder must record any dedicated parameters
relating to novel or nique design or operational characteristics of the helicopter];
and]
(d) For helicopters equipped with electronic display systems, the parameters listed in
table c oa appendix1.]
(4) data must be obtained from [helicopter] sources which enable accurate correlation
with information displayed to the flight crew.
(5) The flight data recorder must start automaticallt to record the data peior to the
helicopter being capable of moving under its own power and must stop automatically
after the helicopter is incapable of moving unver its own power.
57

(6) The flight data recorder must have device to assist in locating that recorder in water.
(7) In complying with this section, the flight date recorder may be cobined with the cockpit
voice recorder.
Flight date recorders - 4
(1) [An operator shall not operate any helicopter first issued with an individual certificate
of airworthiness on or after 1 january 1989, up to and including 31 july 1999, which
has a maximum certificated take-off mass (MCTOM) ove 7000kg or a maximum
approved passenger seating configuration (MAPSC) of more than 9, unless it is
equipped with flight date recorder that uses a digital method of recording and
storing data and a method of readily retieving that data from the storage medium.
For helicopter not equipped with a flight data recorder on or before 31 July 1999 compliance
with this requirment may be delayed until 1 january 2005.]
(2) the flight data recorder shall be capable of retaining the data recorded during at least the last
5 hours of its operation.
(3) The flight data recorder must record with reference to a timescale:
(a) [For helicopters with a maximum certificated take-off mass (MCTOM) over
7000kg or less and with a maximum approved passenger seating configuration
(MAPSC) of more than 9 the parameters listed in table A of Annex 1]
(b) for [ ] helicopters with a maximum certificated take-off mass (MCTOM) over
7000kg [the parameters listed in table B of appendix 1, except that, if acceptable
to the authroity, parameter 19 need not be recorded, when any of the folowing
conditions are met:
(i) The sensor is not readily available,
(ii) A change is required in the equipemtn that generates the data
(c) For all helicopters, the flight data recorder must record any dedicated parameters relating to
novel or unique design or operational characteristics of the helicopter]; and]
58

(d) [For helicopters equipped with electronic display systems, th eparameters listed
in table c of appendix 1.
(4) Individual parameters that can be derived by calculation from the other recorded
parameters, need not be recorded if acceptable to the authority.]
(5) Data must be obtained from aircraft source which enable accurate correlation with
inforamtion displayed to the flight crew.
(6) The flight data recorder must start automatically to record the data prior to the helicopter
being capable of moving under its own power and must stopd automatically after the
helicopter is incapable of moving unders its own power.
(7) The flight data recordeer must have a device to assist in locating that recorder in water.
(8) In complying with this section,the flight data recorder may be combined with the cockpit
voice recorder.
X.1-05.14 Portable Fire Extinguishers
(1) A helicopter shall be equipped with 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:
(a) the pilots compartment; and
(b) each passenger compartment that is separate from the pilots compartment and that is not
readily accessible to the flight crew;
59

Note:
Any portable fire extinguisher so fitted in accordance with the certificate of
airworthiness of the helicopter may count as one prescribed.
(2) The operator or pilot-in-command may not operate a helicopter unless hand fire
extinguishers are provided for use in crew, passenger and, as applicable, cargo
compartments and galleys in accordance with the following:
(a) The type and quantity of extinguishing agent must be suitable for the kinds of fires
likely to occur in the compartment where the extinguisher is intended to be used and,
for personnel compartments, must minimise the hazard of toxic gas concentration.
(b) At least one hand fire extinguisher, containing Halon 1211 (bromochloro-
difluoro- methane, CBrCIF2), or equivalent as the extinguishing agent, must be
conveniently located in the cockpit for use by the flight crew.
(c) At least one hand fire extinguisher must be located in, or readily accessible for use in,
each galley not located on the main passenger deck.
(d) At least one readily accessible hand fire extinguisher must be available for use in
each cargo compartment which is accessible to flight crew members during flight for
the purpose of fire fighting.
(e) At least 2 hand fire extinguishers must be conveniently located to provide adequate
availability for use in passenger compartment.
X.1-05.15 Safety Harness / Marking of Break-in points
(1) A helicopter shall be equipped with:
(a) a seat or berth for each person over an age of 2;
(b) a seat belt for each seat and restraining belts for each berth; and
(c) a safety harness for each flight crew seat. The safety harness for each pilot seat shall
incorporate a device which will automatically restrain the occupants torso in the event
of rapid deceleration:
Recommendation. The safety harness for each pilot seat should incorporate a device to prevent
a suddenly incapacitated pilot from interfering with the flight controls.
Note.
Safety harness includes shoulder straps and a seat belt which may be used
independently.
(2) Marking of break-in points
(a) 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 below (see figure
following). The colour of the markings shall be red or yellow, and if necessary they
shall be outlined in white to contrast with the background.
60

(b) If the corner markings are more than 2 m apart, intermediate lines 9 cm 3 cm shall be
inserted so that there is no more than 2 m between adjacent markings.
X.1-05.15(A) Fasten seat belt and No smoking signs
An operator shall not operate a helicopter in which all passenger seats are not visible from the
commander’s seat, or from the seat of the pilot to whom the conduct of the flight may be
delegated, unless it is equipped with a means of indicating to all passengers and cabin crew
when seat belts shall be fastened and when smoking is not allowe.
X.1-05.16 Automatic Emergency Locator Transmitter
(1) An operator shall not operat a helicopter unless it is equipped with an automatic
emergency locator transmitter (ELT) attached to the helicopter in such a manner that , in
the event of a crash, the probability of the ELT transmitting a detectable signal is
maximised and the possibility of the ELT transmitting at any other time is minimised.
(2) An operator shall not operate helicopter in performance class 1 or 2 on a flight over
water in a hostile environment as defined in JAR-OPS 3.480(a)(12)(ii)(A) at a distance
from land corresponding to more than 10 minutes flying time at normal cruising speed,
on a flight in support of or in connection with the offishore exploitation of
mineral resoreces (including gas), unless it is equipped with an automatically
deployable emergency locator transmitter (ELT(AD)).
(3) An operator must ensure that the ELT is capable of transmitting on the distress
frequencies perscribed in ICAO annex 10.
X.1-05.17 Helicopters on High Altitude Flights
Refered to in X.1-05.23
X.1-05.18 Helicopters Carrying Passengers / Cabin Attendants Seats

Helicopters carrying passengers/cabinattendants seats:
(1) Helicopter cabin attendant(s) to occupy calincrew seats specially
for helicopter which are VIP configureded.
(2) The seats required shall be located such that attendant(s) may best
be able to assist passengers or VIPs in the event of an
emergancy evawation.
(3) The seats shall be forwardor rearward facing within 15˚ of the
longitudenal axis of the helicopter.
61

X.1-05.19 Pressure - Altitude Reporting Transponders
Unless exempted by the appropriate authorities, all helicopters shall be equipped with a
pressure-altitude reporting transponder to fly in designated airspace’s.
X.1-05.20 Emergency Flotation Equipment
Refered to in X.1-05.08.
X.1-05.21 Cockpit Voice Recorder
Repeted in X.1-05.13
X.1-05.22 Standard First Aid Kit
(1) Standard first aid kits
(a) The following must be included in the first aid kit:
(i) Bandage (unspecified);

(ii) burns dressings (unspecified);
(iii) wound dressings, large and small;
(iv) adhesive tape, safety pins and scissors;
(v) small adhesive dressings;
(vi) antiseptic wound cleaner;
(vii) adhesive wound closures;
(viii) adhesive tape;
(ix) disposable resuscitation aid;
(x) simple analgesic e.g. paracetamol;
(xi) antiemetic e.g. cinnarizine;
(xii) nasal decongestant;
(xiii) first aid handbook;
(xiv) splints, suitable for upper and lower limbs;
(xv) gastrointestinal antacid +;
(xvi) anti-diarrhoeal medication e.g. loperamide +;
(xvii) ground/air visual signal code for use by survivors;
(xviii) disposable glove; and
(xix) a list of contents. This should include information on the effects and side
effects of drugs carried.
Notes:
1. An eye irrigator whilst not required to be carried in the first aid kit should, where
possible, be available for use on the ground.
2. Indicates helicopters with more than 9 passenger seats installed:
a) Unless the standard first aid kit is clearly visible, its location must be indicated by a
placard or sign, and appropriate symbols may be used to supplement the placard or
sign.
b) The operator or pilot-in-command must ensure that the standard first aid kit is readily
accessible for use.
c) A helicopter must be equipped with at least one standard first aid kits
62

X.1-05.23 Supplemental Oxygen in Case of Non-Pressurised Helicopter
(1) General
(a) An operator or pilot-in-command may not operate a non-pressurised helicopter at

altitudes above 10.000 feet, unless supplemental oxygen equipment, capable of
storing and dispensing the oxygen supplies required, is provided.
(b) The amount of supplemental oxygen for sustenance required for a particular operation
must be determined on the basis of flight altitudes and flight duration, consistent with
the operating procedures established for each operation in the Company Flight
Operations Manual and with the routes to be flown, and with the emergency proce-
dures specified in the Company Flight Operations Manual, if applicable.
(c) A helicopter intended to be operated above 10.000 feet, must be provided with
equipment capable of storing and dispensing the oxygen supplies required.
(2) Oxygen supply requirements
(a) Flight crew members
Each flight crew member on duty in the cockpit must be supplied with supplemental
oxygen in accordance with paragraph 3. If all occupants of cockpit seats are supplied
from the flight crew source of oxygen supply, they are to be considered as flight crew
members on cockpit duty for the purpose of oxygen supply.
(b) Cabin crew members, additional flight crew members and passengers
(c) Minimum requirements for supplemental oxygen for non-pressurised helicopters
SUPPLY FOR DURATION AND PRESSURE ALTITUDE
1. All occupants of Entire flight time at pressure altitudes above 10 000 feet.
cockpit seats on
duty in cockpit
2. All required cabin Entire flight time at pressure altitudes above 13 000 feet and
crew members for any period exceeding 30 minutes at pressure altitudes
above 10 000 feet but not exceeding 13 000 feet.
3. 100% of passengers Entire flight time at pressure altitudes above 13 000 feet.
(See Note)
4. 10% of passengers Entire flight time after 30 minutes at pressure altitudes greater
(See note) than 10 000 feet but not exceeding 13 000 feet.
Note: For the purpose of this table 'passengers' means passengers actually carried and
includes infants.
63

X.1-05.24 Megaphones
(1) Megaphones
(a) The operator or pilot-in-command may not operate a helicopter with a maximum
approved passenger seating configuration of more than 19 seats and carrying one or
more passengers unless it is equipped with portable battery-powered megaphones
readily accessible for use by flight crew members during an emergency evacuation, to
the following scales:
(i) For helicopters with more than one passenger compartment, in all cases when the
total passenger seating configuration is more than 19 seats, at least 1
megaphone is required.
(b) When one megaphone is required, it must be readily accessible from a cabin crew
member's assigned seat. Where two or more megaphones are required, they must be
suitably distributed in the passenger cabin(s) and readily accessible to cabin crew
members assigned to direct emergency evacuations. This does not necessarily
require megaphones to be positioned such that they can be reached by a cabin crew
member when strapped in a cabin crew member's seat.
(c) Unless the megaphone is clearly visible, its location must be indicated by a placard or
sign, and appropriate symbols may be used to supplement the placard or sign.
X.1-05.25 Emergency Lighting
(1) Emergency lighting.
The helicopter must be equipped with -
(a) an emergency lighting system having an independent power supply to provide a

source of general cabin illumination to facilitate the evacuation of the helicopter; and
(b) illuminated emergency exit marking and locating signs.
X.1-05.26 Life Rafts and Survival Radio Equipment for Extended Over-Water
Flights
(1) Equipment
(a) The operator and the pilot-in-command must ensure that the helicopter is equipped
with –
(i) in the case of a helicopter carrying less than 12 persons, a minimum of one life
raft with a rated capacity of not less than the maximum number of persons
on board;
(ii) in the case of a helicopter carrying 12 persons or more, a minimum of two life
rafts sufficient together to accommodate all persons capable of being carried
on board. Should one life raft of the largest rated capacity be lost, the
overload capacity of the remaining life raft(s) must be sufficient to
accommodate all persons in the helicopter;
(iii) one emergency locator transmitter;
(iv) emergency exit lighting; and
64

(v) life saving equipment including means of sustaining life as appropriate to the
flight to be undertaken.
(b) Each life raft must conform to the following specifications:

(i) It must be of an approved design and stowed so as to facilitate its ready use in an
emergency;
(ii) it must be radar conspicuous to standard airborne radar equipment;
(iii) when carrying more than one life raft on board, at least 50 per cent must be
jettisonable by the crew while seated at their normal station, where necessary
by remote control; and
(iv) those life rafts which are not jettisonable by remote control or by the crew,
must be of such mass as to permit handling by one person. A mass of 40
kilograms must be considered a maximum mass.
(c) Each life raft must contain at least the following:

(i) One approved survivor locator light;
(ii) one approved visual signalling device;
(iii) one canopy, for use as a sail, sunshade or rain catcher; (iv)
one radar reflector;
(v) one 20 m retaining line designed to hold the life raft near the helicopter but to
release it if the helicopter becomes totally submerged;
(vi) one sea anchor;
(vii) one survival kit, appropriately, equipped for the route to be flown, which must
contain at least the following:
one life raft repair kit;
one bailing bucket;
one signalling mirror;
one police whistle;
one buoyant raft knife;
one supplementary means of inflation;
seasickness tablets;
one first aid kit;
one portable means of illumination;
one half litre of pure water and one sea water desalting kit; and
one comprehensive illustrated survival booklet.
(d) Batteries used in the ELTs must be replaced, or recharged, if the battery is
rechargeable, when the equipment has been in use for more than one cumulative
hour, and also when 50 per cent of their useful life or, if rechargeable, 50 per cent of
their useful life of charge, as established by the equipment manufacturer, has expired.
The new expiry date for the replacement, or recharged, battery must be legibly
marked on the outside of the equipment. The battery useful life, or useful life of
charge, requirements specified in this subparagraph, do not apply to batteries, such
as water-activated batteries, which are essentially unaffected during probable storage
intervals.
X.1-05.27 Survival Equipment
(1) Survival equipment
The operator or pilot-in-command may not operate a helicopter across areas in which
search and rescue would be especially difficult, unless it is equipped with the following:
65

(a) signalling equipment to make the pyrotechnical distress signals ;

(b) at least one ELT; and
(c) additional survival equipment for the route to be flown taking account of the number of
persons on board as prescribed in paragraph 3.
(2) Additional survival equipment
(a) The following additional survival equipment must be carried when required:
(i) 500 ml of water for each 4, or fraction of 4, persons on board;
(ii) one knife;
(iii) first aid equipment;
(iv) one set of air/ground codes.
(3) Duplicates
If any item of equipment contained in the above list is already carried on board the
helicopter in accordance with another requirement, there is no need for this to be
duplicated.
(4) Location
Unless the survival equipment is clearly visible, its location must be indicated by a placard
or sign, and appropriate symbols may be used to supplement the placard or sign.
X.1-05.28 Lights to be Displayed by Helicopter

Refered to in X.1.05.05
66

SUBPART 6
OPERATOR CERTIFICATIONAND SUPERVISION
X.1-06.01 General Rules of Air Operator Certification
(1) An operator shall not operate a helicopter for the purpose of commercial air
transportation otherwise than under, and in accordance with, the terms and conditions
of an air operator certificate (AOC).
(2) An applicant for an AOC, or variation of an AOC, shall allow the authority to examine
all safety aspects of the proposed operation.
(3) An AOC will be varied, suspended or revoked if the authority is no longer satisfied that
the operator can maintain safe operations.
(4) The operator must have nominated an accountable manager acceptable to the
authority who has corporate authority for ensuring that all operations and maintenance
activities can be financed and carried out to the standard required by the authority.
(5) The operator must have nominated post holders, acceptable to the authority, who are
responsible for (the management and supervision of the following areas),
(a) Flight operations;
(b) The maintenance system;
(c) Cerw training; and
(d) Ground operations.
(6) The operator must ensure that every flight is conducted in accordance with the
provisions of the operations manual.
(7) The operator must arrange appropriate ground handling facilities to ensure the safe
handling of its flights.
(8) The operator must ensure that its helicopters are equipped and its crews are qualified,
as required for the area and type of operation.
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(9) The operator must comply with the maintenance requirments, for all helicopters
operated under the terms of its AOC.
(10) The operator must provide the authority with a copy of the operations manual, and ajjl
amendments or revisions to it.
(11) The operator must maintain operational support facilities at the main operating base,
approppriate for the are and type of operation.
X.1-06.02 Issue, Variation and Continued Validity of an AOC
(1) An operator will not be granted an AOC, or a variation to an AOC, and that AOC will
not remain valid unless:
(a) helicopters operated have a standard certificate of airworthiness issued in
accordance with ICAO annex 8.
(b) The maintenance system has been approved by the authority. (c)
He has satisfied the authroity that he has the ability to:
(i) Establish and maintain an adequate oraniasation;
(ii) Establish and maintain a quality system acceptable athority.
(iii) Comply with required training programmes.
(iv) Comply with maintenance requirements, consistent with the nature and
extent of the operations specified in this subpart.
(2) The Operator must notify the authority as soon as practicable of any changes to the
information submitted.
(3) If the authority is not satisfied that the requirments of sub-paragraph (1) above have
been met, the authority may require the conduct of one or more demonstration flights,
operated as if they were commercial air transport flights.
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X.1-06.03 Adminstrative Requirments
(1) An operator shall ensure that the following information is included in the initial
application for an AOC and, when applicable, any variation or renewal applied for.
(a) The official name and business name, address and mailing address of the
applicant;
(b) A description of the proposed operation;
(c) A description of the management organization;
(d) The name of the accuontable manager.
(e) The names of major post holders, including those responsible for flight
operations, the maintenance system, crew training and ground operations
together with their qulaifications and experience; and
(f) The operations manual
(2) In respect of the operator’s maitenance system only, the following information must be
included in the intitial application for an AOC and, when applicable, any variation
or renewal applied for, and for each helicopter type to be operated.
(a) the maintenance management exposition;
(b) the operator’s helicopter maintenance programme(s);
(c) the helicopter technical log;
(d) where appropriate, the technical specification(s) of the maintenance contract(s)
between the operator and any approved maintenance organization; (e)
the number of helicopters;
(3) The application for an initial issue of an AOC must be submitted at least 90 days
before the date of intended operation except that the operations manual may be
submitted later but not less than 60 days before the date of intended operation.
(4) The application for the variation of an AOC must be submitted at least 30 days, or as
otherwise agreed, before the date of the intended operation.

69

(5) The application for the variation of an AOC must be submitted at least 30 days, or as
otherwise agreed, before the end of the existing period of validity.
(6) Other than in exceptional circumstances, the authority must be given at least 10 days
prior notice of a proposed change of a nominated post holder.
X.1-06.04 Contents and Conditions of the Air Operator Certificate
An AOC specifies the:
(1) Name and location (main place of business) of the operator;
(2) Date of issue and period of validity;
(3) Description of the type of operation authroised;
(4) Type(s) of helicopter(s) authorised for use;
(5) Registration markings of the authroised helicopter(s) except that operators may obtain
approval for a system to inform the authority about the registration markings for
helicopters operated under its AOC;
(6) Authorised areas of operation;
(7) Special litiations (e.g VFR only); and
(8) Special authorization/ approvals e.g.
(a) HEMS (helicopter Emergency Medical Service )
(b) (helicopter operations over a hostile engironment located oustide a
congested area).
X.1-06.05 The Manangment and Organization of an AOC holder
(1) General
An operator must have a sound and effective management structure in order to
ensure the safe conduct of air operations. Nominated post holders must have
(managerial) competency (togther with appropriate technical/ operational
qualifications (see also ACJ OPS 3.175 (i)) in [ ] aviation.
(2) Nominated post holders
(a) A description of the functions and the responsibilities of the nominated post
holders, including their names, must be contained in the operations manual and
70

the authroity must be given notice in writing of any intended or actual change in
appointments or functions.
(b) The operator must make arrangments to ensure continuity supervision in the
absence of nominated post holders.
(c) A person nominated as a post holder by the holder of an AOC must not be
nominated as a post holder by the holder of an AOC must not be nominated as a
post holder by the holder of any other AOC, unless acceptable to the (Authorities
concerned).
(d) Presons nominated as post holders must be contracted to work sufficient hours
to fulfil the management functions associated with the scal and scope of the
operation).
(3) Adequacy and supervision of staff
(a) Crew members. The operator must employ sufficient flight and cabain crew for
the planned operation, trained and checked in accorddance with subpart N and
subpart 0 as appropriate.
(b) Ground staff
(i) the number of ground staff is dependent upon the nature and the scal of
operations. Operations and ground hdnling departments, is particular,
must be staffed by trained personnel who have a thorough understanding
of their responsibilities within the organisation.
(ii) An operator contracting other organisations to provide certain services,
retains responsibility for the maintenance of proper standards. In such
circumstances, a nominated post holder must be given the task of
ensuring that any contractor emplyed meets the required standards.
(c) Supervision
(i) The number os supervisors to be appointed is dependent upon the
structure of the operator and the number of staff employed.
71

(ii) The duties and responsibilites of these supervisors must be defined, and
any (other) commitments arranged so that they can discharge their
supervisory responsibilies.
(iii) The supervision of [ ] crew members [and ground staff] must be exercised
by individuals passessing experience and personal qualities sufficient to
ensure the attainment of the standards specified in the operations
manual.
(4) Accommodation facilities
(a) An operator must ensure that working space available at each operating base is
sufficient for personnel pertaining to the safety of flight operations. Consideration
must be given to the needs of ground staff, those concerned with operational
control, the storage and display of esential recoreds, and flight planning by
crews.
(b) Office services must be cpable, without delay, of distributing operational
instructions and other information to all concerned.
(5) Documentation. The operator must make arrangements for the production of manuals
amendments and other documentation.
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SUBPART 7
HELICOPTER FLIGHT OPERATIONAL : PROCEDURES
Note: this subpart provides the operators of civil helicopters with the important frame of
regulations and requirments that they should follow to establish operational procedures to
control the safety of flight operations.
X. 1-07.01 Operational Control

(a) Establish and maintain a method of excersising operational control approved of
CA relevant authority.
(b) Exercise this control over any flight operated under the terms of his AOC.
X. 1-07.02 Operations Manual

An operator shall provide an operations manual in accordance with ANRX subpart 4 for the use
and guidance of operations and personel. The OM shal be approved by GD-CAA.
X.1-07.03 Establishment of Procedures

(1) accomercial air transport helicopter shall:
(a) Establish procedures and instructions, for each helicopter type, containing
ground staff and crew members’ duties for all types of operations on the ground
and in flight.
(b) Establish a check list system to be used by flight crew members for all phases of
operation under normal, to ensure that the operating procedures in the
operations manual are followd; and
(c) Shall not require a crew member to perform any activities during critical phases
of the flight other than those required for the safe operation of the helicopter.
(d) Not permit a helicopter roto to be turned under power without qulaified pilot at
the controls.
X.1-07.04 Authorization of Helicopters

The operator of a commercial air transport helicopter shall only authorise use of heliports that are
adequate for the type(s) of helicopter operations(s) concerned.
X.1-07.05 Use of Air Traffic Services

And operator shall ensure that air traffice services are used for all flights wherever available.
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X.1-07.06 Establishement of Minimum Flight Altitudes

(1) The operator of a ccommercial air transport helicopter shall establish minimum flight
altitudes, as well as the methods to determine such minimum flight altitudes for all route
segments to be flown which provide the required terrain clearance taking into account
the operating limitations referred to in subpart 8.
(2) The operator shall take into account, when establishing minimum flight altitudes-
(a) The accuracy with which the position of the helicopter can be dtermined;
(b) The probable inaccuracies in the indications of the altimeters used;
(c) The characteristics of the terrain along the routes or in the areas where
operations are to be conducted;
(d) The probability of encountering unfavourable meterological conditions; and
(e) Possible inaccuracies in aeronautical charts.
(3) In complying with the provisions of sub-regulation (2) the operator shall consider- (a)
Corrections for temperature and pressure variations from standard values;
(b) The air traffic control requirments; and
(c) Any contingencies which may occur along the planned route.
X.1-07.07 Heliport Operating Minima

(1) The operator shall specify heliport operating minima established in accordance with
annex(4) for each departure, destination or alternate heliport.
(2) These minima must consider any increment to the published values.
(3) The minima for a specific type of opproach and landing procedure are considered
applicable if:
(a) The ground equipment shown on the respective chart required for the intended
procedure is operative;
(b) The helicopter systems required for the type of approach are operative; (c)
The required helicopter performance criteria are met;
(d) The crew is qualficied accordaingly.
(e) The obstacle is the approach, missed approach and the clinb out areas must be
considere;
(f) The means to determine and report meteo. Conditions
X.1-07.08 Departure and Approach Procedure

(1) An operator of a ccomercial air transport helicopter, alone or in collaboration
74

with other helicopter operators, may impliment approach and departure

procedures in controlled air spaces, other than the published ones, in both VFR
or IFR – if required – provided that such procedures have been approved by the
relveant CA Authority.
(2) A pilot in–command operating in a controlled air space may suggest or accept
an ATC clearance to deviate from a published departure or arrival route,
provided obstacle clearance criteria are observed and operating conditions. The
final approach must be floown vissually or in accordance with the established
instrument approach procedure.
X.1-07.09 Noise Abatement Procedure

(1) The operator shall establich operating procedure for noise abatment.
(2) Take-off, climb and landing procedures for noise abatment specified by the operator for
any one type shall be the same for all helicoptera dn, if possible in all heliopters.
X.1-07.10 Routes and Areas of Operation

(1) The operator shall ensure that operations are only conducted along such routes or
within such areas, for which:
(a) Ground facilities and services are provided, and are adequate for the planned
operation;
(b) The performance of the helicopter intended to be used complies with minimum
flight altitude requirments;
(c) Approperiate maps and charts are available;
(d) The helicopters equipments meet the min requirments for the flight operation;
(e) For helicopters operated in performance class 3, surfaces are available which
permit a safe forced landing to be executed (see subpart 8).
(2) The operator shall ensure that operations are conducted in accordance with any
restriction on the routes or areas of operation, imposed by the CA Authority (e.g
restricted areas).
X.1-07.11 Fuel Policy

(1) The operator of a commercial air transport helicopter shall establish a fuel policy for the
75

purpose of flight planning and in-flight re-planning to ensure that every flight
carries sufficient fuel for the planned operation and reserve fuel to cover deviation
from the planned operation.
(2) The operator shall ensure that the planning of a flight is only base upon-
(a) Procedures, tables or graphs which are contained in – or dervied from – the
company flight operations manual, or current helicopter – specific data;
(b) The operating conditions under which the flight is to be conducted including-
(i) Realistic helicopter fuel consumption data;
(ii) Anticipated masses;
(iii) Expected meteorological conditions; and
(iv) Air traffic service procedures and restrictions.
(3) The operator shall ensure that the calculation of usable fuel required by such helicopter for
a flight includes-
(a) taxi fuel.
(b) trip fuel.
(c) reserve fuel consisting of-
(i) Contingency fuel as prescribed in ANR Part X.-1.07.10 (5);
(ii) Alternate fuel, if a destination alternate is required;
(iii) Final reserve fuel;
(iv) Additional fuel, if required by the type of operation; and
(d) extra fuel, if required by the pilot-in-command.
(4) Contingency fuel

At the planning stage, not all factors which could have an influence on the fuel consumption to
the destination aerodrome can be foreseen. Therefore, contingency fuel is carried to
compensate for items such as-
(a) deviations of an individual helicopter from the expected fuel consumption data;
(b) deviation from forecast meteorological conditions; and
(c) deviations from planned routings and/ or cruising levels/ altitudes.
X.1-07.12 Flight Preparation

(1) The operator shall ensure that an operational flight plan is completed for each intended
flight.
76

(2) The pilot-in-command shall not commerce a flight unless he is satisfied that:
(a) The helicopter is airworthy;
(b) The instruments and equipment are those required for the type(s) of
operation(s) and are In operatable condition except as in the min. equipments
list.
(c) The documents, additional information and forms required are available;
(d) Current maps, charts and associated documents or equivalent data are
available to cover the intended operation including any diversion which may
reasonably be expected;
(e) Ground facilities and services required for the planned flight are available and
adequate;
(f) The load is properly distributed and safetly sucured.
(g) The mass of the helicopter at t/o will be such that the lfight can be conducted in
accordance with subpart 8.
(h) Weather information along the route and at distination or alternate heliport.
(j) Any limitations in addition to the above mentioned (e.g fuel and are supply).
X.1-07.13 Planning Minima for IFR Flights

(1) When planning minima for t/o, destination and alternate heliports, an operator must
consier appopriate weather reports or forecasts and aerodrome or landing forecasts, or
any confirmation thereof before commercing the flight operations.
(2) The cloud ceiling, and dust must be taken into consideration when the only approaches
available are non precision approach;
(3) An operator must ensure that the weather conditions, at destination and or alternates/
will be at or above the applicable planning minima as follows:
(a) RVR/ visibility specified in accordance with X.1-07.06.
(b) For a non precision approach, the ceiling at or above MDH.
X.1-07.14 Submission of ATS Flight Plan

An operators shall ensure that a flight not commenced unless an ATS flight plan has been
submitted, or adequate information has been deposited, or transmitted as soon as possible after
T/O.
77

X.1-07.14 Securing of Passenger Cabin

(1) And galle(s)
The air operator shall establish procedures to ensure that before take-off, landing and
whenever deemed necessary for safety that:
(a) All exits and escape paths are unobstructed, and;
(b) All baggage and equipment is properly secured.
X.1-07.15 Refuelling / Defuelling

(1) An operator shall establish procedures for re/defuelling with wide-cut fuel (e.g jet-Bor
equivalent) if this is required;
(2) And operator shall ensure that no helicopter is re/defuelled with avgas or wide-cut, or
when a mixture of these types of fuel might occur when passengers are embarking, on
board or disembarking.
X.1-07.16 Take-off Conditions

A pilot in-command must satisfy himself according to the information available to him before
commercing t/o that the RVR.visibility and ceiling in the t/o direction of the helicopter is equal to
or better than the applicable minima.
X.1-07.17 Minimum Flight Altitudes

The pilot flying shall not decend below specified minimum altitudes in normal flights except
when necessary for t/o and landing.
X.1-07.18 In Flight Fuel Managament

(1) An operator shall establish procedures for in-flight fuel management and fuel checks.
(2) A pilot in-command shall ensure that the amount of useable fuel remaining in flight is not
less than the fuel required to proceed to a heliport where a safe landing can be made
with final fuel reserve remaining.
(3) The pilot-in command shall declare an emergency when the actual usable fuel on board
is less than final reserve fuel.
X.1-07..19 Ground Proxmity Detection

When undue proximity to the ground id detected by any flight crew member, or by a ground
proxmity warning system 9if installed), the pilot flying shall ensure that corrective action
is initiated immediately to establish safe flight condition.
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X.1-07.20 Use of Airborne Collision Avoidance Sysem (ACAS)

An operator shall establish procedures to ensure that when ACAS is installed and serviceable, it
shall be used in flight in conjuction with authorities.
X.10.07.21 Occurrence Reporting

(1) An operator shall establish procedures for the following:
(a) Incident reporting;
(b) Accident and/ or serious incident reporting.

(c) Specific reports to include:
(i) Air traffic incidents; (e.g a near collision with any other flying device)
toiline of facilities etc).
(ii) Birds hasards.
(iii) Birds strikes.
(d) In-glight emergencies with dangerous goods on board;
(e) Unlawful interference;
(f) Any other potential hasardous conditions.
X.1-07.22 Carriage of Inadmissable Passengers

Deportees or persons on custody
An operator shall establish procedures for the transportaion of inadmissable passengers,
deportees or persons on custody to ensure the safety of the helicopter and its occupants.
The pilot in command must be notified when the above mentioned persons are carried on
board.
X.1-07.23 Passenger Seating

An operator shall establish procedures to ensure that passengers are seated, where, in the
event that an emergency evacuation is required, they may best assist and not hinder
evacuation from the helicopter.
X.1-07.24 Passenger Briefing

(1) An operator shall ensure that the laid down prcedure for passenger briefing should
include:
(a) Provision of safety briefing cards,
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(b) General briefing about safety matters:

(i) Befor t/o
(ii) After t/o
(iii) Before landing
(iv) After landing
(2) In an emergency during flight passengers are instructed in such emergency action as may
be appropriate to the circumstances.
X.1-07.25 Simulated Abnormal Situations in Flight

An operator shall establish procedures to ensure that abnormal or emergency situations
requiring the application of part of or all of abnormal or emergency procedures and
simulation of IMC by artificial means, are not simulated during commercial air
transportation flights.
X.1-07.26 Low Visibility Operating Procedures (LVPs)

(1) An operators must establish procedures and instructions to be used for low visibility
take-offs and landings. These procedures must be included in the operations manual
and contain the duties of flight crew members during taxying, hover taxying, take-off,
approach, flare, the hover, landing, roll-out and missed approach as appropriate.
(2) An operator must include in the OPS manual, also, the minimum equipment that has to
be serviceable at the commencement low visibility operations.

(a) VFR flights are conducted in accordance with the visual flight rules and;
(b) IFR flights are conducted with the minima for IFR flights in accordance with
Annex 4 to ANRX.
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SUBPART
8
MASS AND
BALANCE
X.-1.08.01 General
(1) An operator shall ensure that during any phase of operation;
The loading
Mass; and
Centre of Graity (CG) of the helicopter comply with the limitations psecified in the helicopters
flight manual or the approved operations manual if more restrictive.
(2) An operator must establish the mass and C of G of any helciopter prior to initial
entry into service. Further more if modifications occurred during service the mass and
c of g figures must be revised and restablished.
(3) An opertor must determine the dry operating mass and the mass of the traffic load and
their influence on the heicopters C of G.
(4) An operator must establish the trafic load by actual weighing or determine it in
accordance with the standard passenger and baggage masses as specified in X.1-
09.07.
(5) An operator must determine the mass ‫ء‬of the fuel load by using the actual density or,
if not know, the desity calculated in accordance with a method that is to be specified in
the operations manual.
X.1-08.02 LOADING, MASS AND BALANCE
An air operator shall specify, in the operations manual, the principles and methods involved
in the loading and in the mass and balance system that meet the requirments of X.1-09.01.
this system must cover all types of intended operations.
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X.1-08.03 MASS VALUES FOR CREW
(1) An operator pilot-in command must use the following values to determine the dry
operating mass:
(a) Actual masses including any crew baggae; or
(b) Standard masses including hand baggage, of 85kg for a crew mamber.
(2) The operator or pilot-in command must correct the dry operating mass to account
for any additional baggage. The position of this additional baggage must be accounted
for when establishing the C of G of the helicopter.
X.1-08.04 Special Standard Masses for the Trafic Load:
(1) In addition to standard masses for passengers and checked baggage shown X.1-08.07 ,
an operator can submitt for approval to the DG. CA Authority standard masses for other
load items.
X.1-08.05 Helicopter Loading:
(1) An operator must ensure that the loading of its helicopters is performed under the
supervision of qualified personel.
(2) And operator must ensure that the loading of the freight in consistent with the data used
for the calculation of the helciopter mass and balance.
(3) An operator must comply with additional structural limits such as the floor stength
limitation, the max. load per cargo compantment, the max load per running meter, and/
or the max. seating limits.
(4) The operator and pilot-in command must take account of in-flight changes in loading
(e.g winching operation).
X.1-08.06 Centre of Gravity Limits:
An operator must show procedures that fully account for the extreme variation in CG travel
during flight caused by passenger/ crew movement and fuel consumption/ transfer.
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X.1-08.07 Mass values for passengers and baggage
(1) The operator or pilot-in-command must compute the mass of

passengers and checked baggage using either the actual weighed mass of each
person and the actual weighed mass of baggage or the standard mass values
specified in Tables 1 to 3
below except where the number of passenger seats available is less than 6, when the
passenger mass may be established by a verbal statement by or on behalf of each
passenger or by estimation. The procedure specifying when to select actual
or standard masses must be included in the Company Flight Operations Manual.
(2) If determining the actual mass by weighing, the operator or pilot-in-

command must ensure that passengers' personal belongings and hand baggage
are included. Such weighing must be conducted immediately prior to
boarding and at an adjacent location.
(3) If determining the mass of passengers using standard mass values, the
standard mass values in Tables 1, 2 and 3 below must be used. The standard
masses include hand baggage and the mass of any infant carried by an adult on
one passenger seat. Infants occupying separate passenger seats are to be
considered as children for the purpose of this paragraph.
(4) Where the total number of passenger seats available in a helicopter is 20 or
more, the standard masses of male and female in Table 1 are applicable. As
an alternative, in cases where the total number of passenger seats available
is 30 or more, the 'All Adult' mass values in Table 1 are applicable.
Table 1
20 and more 30 and more
Passenger seats
Male Female All adult
All flights 82 kg 64 kg 78 kg
Children 35 kg 35 kg 35 kg
Hand baggage (where applicable) 6 kg
Survival suit (where applicable) 3 kg
(5) Where the total number of passenger seats available in a helicopter is 10 - 19

inclusive, the standard masses in Table 2 are applicable.
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Table 2
10 - 19
Passenger seats
Male Female
All flights 86 kg 68 kg
Children 35 kg 35 kg
(6) Where the number of passenger seats available is 1 - 5 inclusive or 6 - 9

inclusive, the standard masses in Table 3 are applicable.
Table 3
Passenger seats 1-5 6-9
Male 98 kg 90 kg
Female 80 kg 72 kg
Children 35 kg 35 kg
(7) Where the total number of passenger seats available in the helicopter is 20 or
more, the
standard mass value for each piece of checked baggage is 13 kg. For helicopters
with 19
passenger seats or less the actual mass of checked baggage, determined by weighing,
must be used.
(8) If the operator or pilot-in-command wishes to use standard mass values other
than those contained in Tables 1 to 3 above, he or she must advise the Director
General of his or her reasons and gain such approval in advance. After verification
and approval by the Director General of the results of the weighing survey, the
revised standard mass values are only applicable to that operator. The revised
standard mass values can only be used in circumstances consistent with those
under which the survey was conducted. Where revised standard masses exceed those
in Tables 1 to 3, then such higher values must be used.
(a) On any flight identified as carrying a significant number of passengers whose

masses, including hand baggage, are expected to exceed the standard
passenger mass, the operator or pilot-in-command must determine the actual
mass of such passengers by weighing or by adding an adequate mass increment.
(b) If standard mass values for checked baggage are used and a significant
number of passengers check-in baggage that is expected to exceed the standard
84

baggage mass, the operator or pilot-in-command must determine the actual

mass of such baggage by weighing or by adding an adequate mass increment.
(c) The operator must ensure that a pilot-in-command is advised when a non-
standard method has been used for determining the mass of the load and that
this method is stated in the mass and balance documentation.
X.1-.08.08 Mass and balance documentation
(1) General:
(a) The operator must establish mass and balance documentation prior to each
flight specifying the load and its distribution.
The mass and balance documentation must enable the pilot-in-command to
determine
by inspection that the load and its distribution is such that the mass and balance
limits
of the helicopter are not exceeded.
The person supervising the loading of the helicopter must confirm by signature
that the load and its distribution are in accordance with the mass and balance
documentation. Acceptance of the loading of the helicopter by the pilot-in-
command, must be indicated
by countersignature or equivalent.
(b) The mass and balance documentation must contain the following information:
the helicopter registration and type;

the flight identification number and date;
the identity of the pilot-in-command;
the identity of the person who prepared the document;
the dry operating mass and the corresponding centre of gravity
of the helicopter;
the mass of the fuel at take-off and the mass of trip fuel;
the mass of consumables other than fuel;
the components of the load including passengers, baggage, cargo
and ballast;
the take-off mass, landing mass and zero fuel mass;
the load distribution;
85

the applicable helicopter centre of gravity positions; and

the limiting mass and centre of gravity values.
(2) Last minute change:

(a) The operator must specify procedures for last minute changes to the load.
(b) If any last minute change occurs after the completion of the mass and
balance documentation, this must be brought to the attention of the pilot-in-
command and the last minute change must be entered on the mass and balance
documentation.
The maximum allowed change in the number of passengers or hold load
acceptable
as a last minute change, must be specified in the Company Flight Operations
Manual.
If this number is exceeded, new mass and balance documentation must be
prepared.
(3) Computerised systems:

(a) Where mass and balance documentation is generated by a computerised mass
and balance system, the operator must verify the integrity of the output data.
(b) The operator must establish a system to check that amendments of the input
data are incorporated properly in the system and that the system is
operating correctly on a continuous basis by verifying the output data at
intervals not exceeding six months.
(4) Onboard mass and balance systems

The operator must obtain the approval of the Director General if the operator wishes to
use an onboard mass and balance computer system as a primary source of despatch.
(5) Data link

When mass and balance documentation is sent to helicopters via data link, a copy of
the final mass and balance documentation as accepted by the pilot-in-command, must
be available on the ground.
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SUBPART 9
HELICOPTER PERFORMANCE OPERATING LIMITATIONS
X.I-09.01 APPLICABILITY
(1) This subpart prescribes the classification of helicopter performance operations (class
1,2 and 3) and the operating limitations which operators shall comply with for a safe
conduct of civil air transport operations. This subpart contains 3 Divisions :
(a) Division One: contains the requirements for performance class 1 operations. (b)
Division Two: performance class 2 ops;
(c) Division Three: class 3 OPS.
(a) Helicopter which have a max approved passenger seating configuration
(MAPSC) of more than 19, or helicopters operating in a congested hostile
environment, are operated in accordance with performance class 1 OPS in
Division One to this subpart.
(b) Unless otherwise prescribed by subpart (a) above, helicopters with a MAPSC of
19 or less but more than 9 are operated in accordance with performance class 1
or 2 contained in Division 1 and 2.
(c) Unless otherwise prescribed by subpara (a) above, an operator shall ensure that
helicopters which have a (MPSC) of 9 or less, are operated in accordance with
Divisions 1,2 and 3 of this Subpart (Performance, 12 & 13).
X.I-09.02 GENERAL
(1) An operator shall ensure that the mass of the helicopter at the start of Ho; or during an
in-flight re-planning is not greater than the mass at which the requirements of the
appropriate subpart Division can be complied with for the flight to be undertaken,
allowing for expected reduction in mass as the flight proceeds, and for such fuel
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(2) An operator shall ensure that the approved performance contained in the helicopter
flight manual is used to determine compliance with the requirements of the relevant
Division, supplemented as necessary with other data acceptable to the CAA as
prescribed in the Divisions. When applying the factors prescribed in the appropriate
Division, account may be taken of any operational factors already incorporated in the
flight manual performance data to avoid double application of factors.
(3) When complying with the provisions of the appropriate Division; the operator shall take
due account of helicopter configuration, environmental conditions and the operation of
systems which have an adverse effect on performance.
DIVISION ONE: PERFORMANCE CLASS 1
X.I-09.03 GENERAL
An operator shall ensure that helicopters operated in performance class 1 are certificated in
Category A. (where category A with respect to helicopters means multi-engine helicopters).
XI-09.04 TAKE-OFF (T/O)
(a) The t/o mass of the helicopter does not exceed the max t/o mass specified in the
helicopter flight manual, performance section,
(b) When complying with subpara (a) above, account shall be taken of the following
parameters at the heliport of departure:
(i) The pressure altitude;
(ii) The ambient temperature;
(iii) The t/o technique to be used;
(iv) The reported head-wind component.
(2) The part of the take-off up to and including TDP (take-off Division Point) shall be
conducted in sight of the ground surface such that a rejected take off can be carried out.
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X.I-09.05 TAKE-OFF FLIGHT PATH
(1) An operator of Performanc class helicopter shall ensure that to flight path clears all at
leost 50 feet in IFR.
(2) An obstacll need not be considered if its lateral margin from the nearest point on the
surface below the intended flight path exceeds 40 metes or double the overall length of
the helicopter , which ever is greater.
X.I-09.06 En-route- CRITICAL POWER INOPERATIVE
(1) An operator shall ensure that :
(a) The en-route flight path with the critical power inoperative, appropriate to the
metrological conditions expected to, the flight complies with either subpara (b) or
(c) below at all points a long the route.
(b) When it is intended that the flight will be conducted at any time out of sight of the
surface, the mass of the helicopter permits a rate of climb of at least 50 A/min with
the critical power unit inoperative at an altitude of at least 300 m (1000 ft) [600m
(20006) in an area mountainous terrain] above all obstacles along route within 18.5
(10 nm) on either side of the intended track. This same requirement applies if flight
is in VMC, in sight of ground surface except that only obstacles within 900m on
either side of the route need be considered.
(c) The flight path permits the helicopter to continue flight from the cruising altitude to
a height of 300 m (1000 ft) above the heliport where a landing can be made in
accordance with X.1-08.07.
(d) Account is taken of the effects of wind on the flight path.
(e) Fuel jettisoning is planed to take place only to an extent consistent with reaching
the heliport with the required reserves of fuel and using a safe procedure, provided
that no fuel jettisoning shall be planned below 1000ft above terrain.

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(f) When complying with this paragraph, the width margin of sub-regulation (b) and (c)
above may be reduced to 5nm (9 km) if the required navigation accuracy can be
achieved.
X.I-09.07 LANDING
(a) The landing mass of the helicopter at the estimated time of landing does not exceed
the maximum mass specified in the helicopter flight manual’s category a
performance section for the pressure altitude and the ambient temperature expected
for the estimated time of landing at the heliport of destination, or any alternate if
required.
(b) For Non- Elevated Heliports, (see definitions in annex 1) the landing mass is such
that, in the event of critical power unit failure being recognized at any point during the
approach and landing phase the helicopter is capable of:
(i) In the event of a critical power unit failure recognized at or before the
Landing Decision Point (LDP), performance at baulked landing,
cleaning obstacles under the flight path; and:
(ii) In the event of the failure being recognized at or after the LDP, landing
and stopping within the landing distance available at heliport.
(c) For helicopter elevated heliports and helidecks, in the event of critical power failure
at or after LDP the helicopter should land on the elevated heliport or helidecks.
Whoever, if the failure happened at or before the LDP- perform a baulked landing
clearing the elevated heliport or helideck and thereafter clearing all obstacles under
the flight path.
(2) When complying with the provisions of Barograph(1) (above; account shall be taken of
the following:-
(a) The pressure altitude;

90

(b) The ambient air temperature;
(c) The landing procedure to be used;
(d) Not more than 50% of the expected head-wind component; and
(3) The operator shall ensure that the part of the landing from the LDP to touchdown, shall
be conducted in sight of the surface.

DIVISION TWO: PERFORMANCE CLASS 2
X.I-09.08 GENERAL
(a) Helicopters operated in performance class 2 are certified in category A.
(b) Operations in performance class 2 are not conducted from or to either elevated
heliports or helidecks unless approved by the GD-CAA.
X.I-09.09 TAKE-OFF
(1) An operator shall ensure that the max. t/o mass specified for a rate of climb of 150ft/min
(at 300 m (1000ft) above the level of the heliport with the critical power unit inoperative
and the remaining power units operating at an appropriate power, rating.
(2) In compliance with subpara (1) above account shall be taken of the following parameters
at the heliport of departure:
(a) The pressure altitude;
(b) The ambient air temperature;
(c) The t/o procedure to be used; and
(d) Not more than 50% of the reported head-wind component or not less than 150%
of the reported tail-wind component.
(3) The part of the t/o prior to or at the IDP shall be conducted in sight of the surface.
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X.I-09.10 TAKE-OFF FLIGHT PATH
(1) The operator of a helicopter in performance class 2 operations shall ensure that the
take-off flight patch clears all obstacles by a vertical margin of at least 40 feet in VFR
and 50ft in IFR conditions.
(2) An obstacle need not be considered if its lateral margin from the nearest point on the
surface below the ft intended flight path exceeds 35m or double the overall length of the
helicopter, whichever is greater.
(3) When complying with subpara (1) above account shall be taken of the following
parameters at the heliport of departure:
(a) The mass of the helicopter at the commencement of t/o;
(b) The pressure altitude;
(c) The ambient air temperature;
(d) Not more than 50% of the reported head-wind component when planning or if
such data is provided, not less than 150% of the reported tail-wind component.
X.I-09.11 EN-ROUT-CRITICAL POWER INOPERATIVE:
(a) The en-route flight path with the critical power unit inoperative, appropriate to
meteo-conditions expected for the flight, complies with either subparagraph (b) or
(c) below at all points along the route:
(b) When the flight is expected to be conducted wholly or partically in MC, the mass
of the helicopter permits a rate of climb of at least 50ft/min with the critical
power unit inoperative at an attitude of at least 300m (1000 ft) [600m (2000ft) in
areas of mountainous terrain] above all obstacles along the route within 10kms
on either side of the intended track.
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(c) The flight path permits the helicopter and continue flight from the cruising altitude/
flight level to a height of 1000 feet above the heliport where a landing can be
made in accordance with X.1-08.12. The flight path clears vertically by at least
1000 feet (2000 ft in mountainous areas), all obstacles along the route within
10nm on either side of the intended track. The critical power is assumed to fail at
the most critical point along the route. When it is intended that the flight will
be conducted in VMC and in sight of the surface, the some requirement
applies except that only obstacles within 900m (3000ft) on either side of the
route need
be considered. Drift down techniques may be used.
(2) Accounts of the effects of wind on the flight path must be accounted for;
(3) Fuel jettisoning as per x .L08.06 (ice).
(4) In compliance with the provisions of this regulation the width margins in subpara (1) may
be reduced to 5nm if the required navigational accuracy is achieved.
X.I-09.12 LANDING:
The requirements in X.1- 08.07 performance class 1 applies for Helicopters performance class
2 operation except for landing at elevated heliports / helidecks which can only be executed after
having the approval of the relevant Authority.
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DIVISION THREE: PERFORMANCE CLASS 3
X.I-09.14 GENERAL
(a) Helicopters operated in performance class 3 are certificated in either category A
or B.
(b) Operations are only conducted from/ to those heliports and over such routes,
areas and diversions contained in a non-hostile environment.
(c) Operations are not conducted when the cloud ceiling is less than 600ft AGL or
visibility is less than 800 m and are always conducted in sight of the surface.
(d) Operations are not conducted from/to heldecks;
(e) Operations are not conducted at night.
X.I-09.15 TAKE-OFF
(a) The take-off mass does not exceed the max. t/o mass specified for a hover inside
ground effect (IGE) with all power units operating at t/o power. If conditions
are such that a hover IGE is not likely to be established, the t/o mass shall
not exceed the max. t/o mass specified for a hover outside grand effect (OGE)
with alls power units operating at t/o power.
(b) When complying with subpara(a) above account is taken of the following at the
heliport of departure:
(i) The pressure altitude;
(ii) The ambient temperature;
(c) In the event of a power unit failure, the helicopter is capable to perform a safe
forced landing.
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X.I-09.16 EN-ROUTE
(a) The helicopter, performing class 2, is able with all power units operating within
the max. Continuous power conditions specified, to continue along its intended
route or to a planned diversion without flying at any point below the appropriate
min flight altitude; and
(b) In the event of a power unit failure, the helicopter is able to perform a safe forced
landing.
X.I-09.17 LANDING
(a) The landing mass of the helicopter at the estimated time of landing does not
exceed the max. Landing mass specified for a hover IGE, with all power units at
t/o rating. If conditions do not permit an IGE hover for landing, the landing mass
shall not exceed the max. Specified for a hover OGE with all power units at t/o
rating.
(b) The pressure altitude and ambient temperature at the destination heliport shall be
accounted for.
(c) In the event of a power unit failure a safe forced landing should be performed.
95

SUBPART 10
MAINTENANCE
X.1-10.01 General
(1) An operator shall not operate a helicopter unless it is maintained and released to service
by an organization appropriately approved /accepted in accordance with ANR part V
except that pre-flight inspections need not necessarily be carried out by the ANR part V
organization.
(2) This Subpart prescribes helicopter maintenance requirements needed to comply with the
operator certificate requirements for AOC as required by the authority.
X.1-10.02 Terminology
The following definitions from ANR part V shall apply to this Subpart:
(1) Approved by the Authority - means approved by the Authority directly or in

accordance with a procedure approved by the Authority.
(2) Approved standard - means a manufacturing/design /maintenance/ quality standard

approved by the Authority.
(3) Pre-flight inspection - means the inspections carried out before flight to ensure that the
helicopter is fit for the intended flight. It does not include defect rectification.
X.1-10.03 Application for and Approval of the Operator's Maintenance System
(1) For the approval of the maintenance system , an applicant for the initial issue,
variation and renewal of an AOC shall submit the documents specified by the
Authority.
(2) An applicant for the initial issue, variation and renewal of an AOC who meets the
requirements of this Subpart, in conjunction with an appropriate ANR part V
approved/ accepted maintenance organization's exposition, is entitled to approval
of the maintenance system by the Authority.
X.1-10.04 Maintenance Responsibility
(1) An operator shall ensure the airworthiness of the helicopter and serviceability of
both operational and emergency equipment by:
(a) The accomplishment of pre-flight inspections.
(b) The rectification to an approved standard of any defect and damage

affecting safe operation, taking into account the minimum equipment list
and configuration deviation list if available for the helicopter type.
(c) The accomplishment of all maintenance in accordance with the approved

operator's helicopter maintenance programme specified including policy of
96

control of erosion of the first stage of the compressor if operational area is

sandy.
(d) The analysis of the effectiveness of the operator's approved helicopter

maintenance programme.
(e) The accomplishment of any operational directive, airworthiness directive

and any other continued airworthiness requirement made mandatory by
the Authority. The operator must comply with the current national
regulations.
(f) The accomplishment of modifications in accordance with an approved

standard and, for non-mandatory modifications, the establishment of an
embodiment policy.
(2) An operator shall ensure that the Certificate of Airworthiness for each helicopter
operated remains valid in respect of:
(a) The requirement in sub-paragraph (1) above.
(b) Any calendar expiry date specified in the Certificate.
(c) Any other maintenance condition specified in the Certificate.
(3) The requirements specified in sub-paragraph (1) above must be performed in

accordance with procedures acceptable to the Authority.
X.1 – 10.05: Maintenance Management:
(1) An operator must be appropriately approved in accordance with ANR part V to carry
out the requirements specified in X.1-09.04 (1) (b) (c) (e) and (f) except when the
Authority is satisfied that the maintenance can be contracted to an appropriate ANR
part V approved /accepted organization.
(2) An operator must employ a person or group of persons acceptable to the Authority to
ensure that all maintenance is carried out on time to an approved standard such that
the maintenance responsibility requirements prescribed in X.1-09.04 are satisfied.
The person, or senior person as appropriate is the nominated Postholder whose
functions and description are specified by the Authority. The Nominated Postholder
for Maintenance is also responsible for any corrective action resulting from the
quality monitoring of X.1-09.04.
(3) The Nominated Postholder for Maintenance should not be employed by and ANR
part V approved /accepted Organization under contract to the operator, unless
specifically agreed by the Authority.
(4) When an operator is not approximately in accordance with ANR
part V, arrangements must be made with such an organization to carry out the equipments
specified in X.1-09.04 (1) (b) (c) (e) and (f). (Except as otherwise specified in paragraphs (5),
(6) and (7) below, the arrangement must be in the form of ) a written maintenance contract
between the operator and the ANR part V approved/accepted maintenance Organization detailing
the function specified in X.1-09.04 (1) (b) (c) (e) and (f) and defining the
support of the quality functions of X.1-09.06
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below.(helicopter base and scheduled line maintenance and engine maintenance )

contract(s), together with all amendments , must be acceptable to the Authority.
(5) Notwithstanding paragraph (4) above, the operator may have a contract with an
organization that is not ANR part V approved/ accepted, provided that:
(a) For helicopter or engine maintenance contracts, the contracted

organization is acceptable to the Authority as an operator of the same type
of helicopter.
(b) All maintenance is ultimately performed by ANR part V approved/accepted

organizations.
(c) Such a contract details the functions specified in X.1-09.04 (1) (b),(c),(e)
and (f) and defines the support of the quality functions of X.1-09.06 below.
(d) The contract, together with all amendments, is acceptable to the Authority.
The Authority does not require the commercial elements of a maintenance
contract..
(6) Notwithstanding paragraph (4) above, in the case of helicopter needing occasional
line maintenance, the contract may by in the form of individual work orders to the
Maintenance Organization.
(7) Notwithstanding paragraph (4) above, in the case of helicopter component

maintenance, including engine maintenance, the contract may be in the form of
individual work orders to the Maintenance Organization.
(8) An operator must provide suitable office accommodation at appropriate locations for
the personnel specified in sub-paragraph (2) above.
X.1-10.06 Quality System:
(1) For maintenance purposes, the operator's quality system, as required by the
Authority must additionally include at least the following functions:
(a) Monitoring that the activities of X.1-09.04 are being performed in

accordance with the accepted procedures.
(b) Monitoring that all contracted maintenance is carried out in accordance with
the contract.
(c) Monitoring the continued compliance with the requirements of this Subpart.
(2) Where the operator is approved in accordance with ANR part V be combined with
that required by ANR part V.
X.1-10.07 Operator's Maintenance Management Exposition
(1) An operator must provide an operator's Maintenance Management exposition

containing details of the organization structure including:
(a) The nominated Postholder responsible for the maintenance system required by
the Authority and the person, or group of persons, referred to in
X.1-09.05 (2).
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(b) The procedure that must be followed to satisfy the maintenance

responsibility of X.1-09.04 and the quality functions of X.1-09.06, except that
where the operator is appropriately approved as a maintenance organization
in accordance with ANR part V, such details may be included in the ANR
part V exposition.
(2) An operator's maintenance management exposition and any subsequent

amendment must be approved by the Authority.
X.1-10.08 Operator's helicopter Maintenance Programme
(1)
An operator must ensure that the helicopter is maintained in accordance with the
operator helicopter maintenance programme. The programme must contain details,
including frequency, of all maintenance required to be carried out. Winch and/or
external load sling equipment maintenance should be specified in operator's
maintenance programme if Helicopter Winching or External load Sling Opertation is
approved in his AOC. The programme will be required to include a
reliability programme when the Authority determines that such a reliability
programme is necessary.
(2) An operator's helicopter maintenance programme and any subsequent
amendment must be approved by the Authority.
(3) All base maintenance activities should be carried out in confined place.
X.1-10.09 Operator's Helicopter Technical Log
(1) An operator must use a helicopter technical log system containing the following
information for each helicopter:
(a) Information about each flight necessary to ensure continued flight safety.
(b) The current helicopter certificate of release to service.
(c) The current maintenance statement giving the helicopter maintenance status
of what scheduled and out of phase maintenance is next due except that the
Authority may agree to the maintenance statement being kept elsewhere.
(d) All outstanding deferred defects that affect the operation of the helicopter.
(e) Fuel status.
(f) Engines and main gearbox oil status.
(g) APU oil status (if installed).
(h) APU times for starts and generation (if installed).
(i) Any necessary guidance instructions on maintenance support arrangements.
(2) The helicopter technical log and any subsequent amendment must be approved by the
Authority.
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X.1-10.10 Maintenance Records
(1) An operator shall ensure that the helicopter technical log is retained for 24 months
after the date of last entry.
(2) An operator shall ensure that a system has been established to keep, in a form
acceptable to the Authority, the following records for the periods specified.
(a) All detailed maintenance records in respect of the helicopter and any
helicopter component fitted thereto 24 months after the helicopter or
helicopter component was released to service.
(b) The total time and flight cycles as appropriate of the helicopter and all life
limited helicopter components 12 months after the helicopter has been
permanently withdrawn from service.
(c) The time and flight cycles as appropriate, since last overhaul of the
helicopter or helicopter component subjected to an overhaul life – United the
helicopter or helicopter component overhaul has been superseded by
another overhaul of equivalent work scope and detail.
(d) The current helicopter inspection status such that compliance with the
approved operator's helicopter maintenance programme can be established
– United the helicopter or helicopter component inspection has been
superseded by another inspection, of equivalent work scope and detail.
(e) The current status of airworthiness directives applicable to the helicopter and
helicopter components – 12 months after the helicopter has been
permanently withdrawn from service.
(f) Details of current modifications and repairs to the helicopter, engine (s), rotor
and transmission components and any other helicopter components vital to
flight safety – 12 months after the helicopter has been permanently
withdrawn from service.
(3) An operator shall ensure that when a helicopter is
permanently transferred from one operator to another operator the records specified in paragraphs
(1) and (2) are also transferred and the time periods prescribed will continue to apply to the
new operator.
X.1-10.11 Continued Validity of the Air Operator Certificate in Respect of the aintenance
System
An operator must grantee access to Authority to check compliance with requirements

to ensure continued validity of the Air Operator Certificate in respect of the
maintenance system.
X.1-10.12 Equivalent Safety Case
An operator shall not introduce alternative procedures to those prescribed in this

Subpart unless needed and an equivalent safety case has first been approved by the
Authority.
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Annex 1 – AOC FORMS
SUBJECT REFER TO HANDBOOK

Curriculum Vitae HB Form 12
Initial Application for AOC HB Form 13
Final Application for AOC HB Form 14
Application for Deviation to Flight Time Limitations HB Form 17
Approval Page for Company Operations Manuals HB Form 20
AOC Form HB Form 25
Application for Amendment of an AOC HB Form 27
Application for Renewal of an AOC HB Form 28
Application for the Issue of a Foreign Air Operator Permit HB Form 29
Application for the Amendment of a Foreign Air Operator Permit HB Form 30
Application for the Renewal of a Foreign Air Operator Permit HB Form 31
Foreign Air Operator Permit HB Form 32
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Annex 2 - Maximum Flight Duty Period : Helicopters

.
Single-pilot Two pilots

Local time of
start Maximum Maximum Maximum Maximum
length of flying flying time length of flying flying time
duty duty
0500 – 1659 10 7 12 8
1700 – 0459 9 6 12 7
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Annex 3
Single Pilot Operation Under IFR or at Night
(1) Helicopters referred to in X.02.01 may be operated by a single pilot under IFR or night when
the following requireents are satlsfild :
(a) The operator shall include in the Operations Manual a pilot’s conversion and
recurrent traing programme which includes the addditional requirments for a single
pilot operation;
(b) Training and Recency. Attention shall be given to cockpit procedures, sxpecially in
respect of:
(i) Engine management and emergency handling.
(ii) Use of normal, abnormal and emergency checklist.
(iii) ATC communication.
(iv) Cockpit procedures in respect of departure and approach.
(v) Autopilot management, if appilcable; and
(vi) Simplified in flight documentation.
(c) The recurrent checks required by ANR.X.03 shall be performed in the single-pilot
role on the particular helicopter type in an enviroment represatatve of the operation.
(d) The pliot shall meet the Commanders minimum qualification requirements.
(e) For IFR operations, the pilot shall have experience as follows:
(i) 25 hours total IFR flight expericnce in the relevant operating environment.
(ii) 50 hours flight experince on te specific type of helicopter, approved for

single pilot IFR, of which 15 hours is as commander of commander under
supervision, including 5 sectors of IFR line flying under supervision using
the single pilot procerdures.
The minimum required recent experience for a pilot engaged in a single -pilot operation under
IFR shall be 5 IFR flight, including 3 instrument appproaches, carried out during the preceding
90 days on [a] helicopter [approved] in the single-pilot role. This requirement may be replaced
by an IFR Instruent approach check on the helicopter [or an STD].
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Annex 4
Flight Data Recorders – 1 and 2 – List of Prameters to be Recorded
Table A – Helicoptes with a maximum certificated take-off mass (MCTOM) OF 7000 KG OR
LESS
No. Parameter
(1) Time or relative time count
(2) Pressure altitude
(3) Indicated airspeed
(4) Heaking
(5) Normal acceleration
(6) Pitch attitude
(7) Roll attitude
(8) Manual radio transmission kehing
(9) Power on each engine (free power turbine speed and engine torque)/ cockpit
power control position (if applicable)
(10a) Maint rotor speed
(10b) Rotor brake (if installed)
(11) Primary flight controls-Pilot input and control output position (if applicable)
Collective pitch
(11a) Longitudinal cyclic pitch
(11b) Lateral cyclic pitch
(11c) Tall rotor pedal
(11d) Controllable stabilator
(11e) Hydraulic selection
(12) Warnings
(13) Outside air temperature
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(14) Autopilot engagement status
(15) Stability augmentation
Table b – Helicopter with a maximum certificated take-off mass (MCTOM) of over 7000kg
No. Parameter
1 Time or relative time count
2 Pressure altitude
3 Indicated airspeed
4 Heading
5 Normal acceleration
6 Pitch atitude
7 Roll atitude
8 Manual radio transmission keying
9 Power on each engine (fee power turbine speed and engine torque)/ cockpit
power control position (if applicable)
10a Main rotoer speed
10b Rotor brake (if installed)
No. Parameter
11 Primary flight controls-Pilot input and control output position (if applicable)
Collective patch
11a Longitudinal cyclic pitch
11b Lateral cyclic pitch
11c Tail rotor pedal
11d Controllable stabllator
11e Hydraulic selection
11f
12 Hydraulics low pressure
105

13 Outside air temperature
14 AFCS mode and engagement status
15 Stablitity augmentation system engagement
16 Main gear box oil pressure
17 Main gear box oil temperature
18 Yaw rae or yaw acceleration
19 Indicated sling load force (if installed)
20 Longitudinal acceleration (body axis)
21 Lateral acceleration
22 Radio altitude
23 Vertical beam deviation (ILS glide path or MLS elevation)
24 Horizontal beam deviation (ILS glide path or MLS azimuth)
25 Marker beacon passage
26 Warnings
27 Reserved (NAV receive frequency selection is recommended)
28 Reserved (DME distance is recommended)
29 Reserved (navigation data is recommended)
30 Landing gear or gear selector position
Table C-Helicopter equipped with electronic display systems
C Parameter
6 Selected barometric setting (Each pilot station)
7 Selected altitude
8 Selcted speed
9 Selected mach
10 Selected vertical speed
11 Selected heading
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12 Selected flight path
13 Selected decision height
14 EFIS display format
15 Multi function/ engine/ alerts display format
107

ANNEX 5
(see: X.1-07.06)
Helicopter Operating Minima
(1) Take-off minima

(a) General:
(i) Take-off minima established by the operator must be expressed as visibility
of RVR limits, taking into account all relevant factors for each aerodrome
planned to be used and the helicopter charcteristics. Where there is a
specific need to see and avoid obstacles on departure and/or for a forced
landing, additional conditions (e.g. ceiling0 must be specified.
(ii) The pilot-in command may not commence take-off unless the weather
conditions at the aerodrome of departure are equal to or better than the
applicable minima for landing at that aerodrome unless a suitable take-off
alternate aerodrome is available.
(iii) When the reported meteorological visibility is below that required for take-
off may only be commenced if the pilot-in command can determine that
the RVR/visibility is equal to or better than the required minimum.
(iv) When no report meteorological visibility RVR is available, a take-off may only
be commenced if the pilot-in command can determine that the RVR/visibility
is equal to or better than the required minimum.
(b) Visual reference:
(i) 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
pircumsances and a continued take-off failure of the critical power unit.
(ii) For night operations ground lighting must be available to illuminate the FATO
and any obstacles unless otherwise approved by the director general. (c)
Required RVR/Visibility:
(i) For performance class I operations, an operator must establish and RVR and
visibility respectively (RVR/VIS) as take-off minima in accordance with the
following table:
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Tale 1: RVR/Visibility for take-off

Heliports With IFR departure procedures RVR/Visibility
500 m or the rejected take-off distance
Nil facilities (day)
whichever is the greater
Nil facilities (night) 1500 m
Unlit/ unmarked defined runway/ 400 m
Touch down zone edge/FATO lighting
400
and centre line marking
Touch down zone edge/ FATO lighting
300
and RVR information
Without IFR departure procedures 1500 m
(ii) For performance class 2 operations, an operator must operate to take-off

minima of 1500m RVR/VIS and remain clear of cloud during the take-off
manoeuvre or until reaching performacne class 1 capabilities.
(iii) For performance class 3 operations an operator must operate to take-off
minima of 1000 ft cloud ceiling and 1500 m RVR/VIS.
(2) Non-precision approach:
(a) system minima:
(i) An operator must ensure that system minima for non-precision approach
procedures, which are based upon the use of ILS without glide path (LLZ
only), VOR, NDB, SRA and VDF are not lower than the MDH values
given
in table 2 below.
Table 2: system minima for non-precision approach aids:

Facilit Lowest
y MDH
ILS (no glide path-LLZ) 300ft
SRA (terminating at_NM) 300ft
SRA (terminating at 1 NM) 350ft
SRA (terminating at 2NM) 400ft
VOR 350ft
VOR/DME 300ft
NDB 350ft
VDF (QDM andQGH) 350ft
109

(b) Minimum descent height

An operator must ensure that the minumum descent height for a non-precision
approach is not lower than either-
- the OCH/OCL for the category of helicopter; or
- the system minimum.
(c) Visual reference
A pilot may not continue an approach below MDA/H unless at least one of
the following visual references for the intended touch down area is distinctly
visibile and identifiable to the pilot:
- elements of the approach light system;
- the threshold;
- the thresold markings;
- the threshold lights;
- the threshold identification lights;
- the visual glide slope idicator;
- the tuch down zone or touch down zone markings;
- the touch down zone lights;
- touch down zone edge lights; or
- other visual references accepted by the Director General.
(d) Decision height:
An opertor must ensure that the decision height to be used a precision approach is
not lower than-
(i) Specified in the helicopter flight manual (HFM) if stated;
(ii) The minimum height to which the precision approach aid can be used
without the required visual reference;
(iii) The OCH/OCL for the categrory of helicopter; or
(iv) 300ft.
(e) visual reference:
A pilot may not continue an approach below the decision height, determined
in accordance with paragraph 3.2above, unless at least one of the following
visual references for the intended touchdown area is distinctly visible and
identifiable to the
pilot:
- elements of the approach light system;
110

- the threshold;
- the threshold markings;
- the threshold lights;
- the threshold identification lights;

- the visual glide slope indicator;
- the touchdown zone touchdone zone markings;
- the touchdown zone lights; or
- touchdown zone edge lights.
    

111

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The Republic of Sudan

ii. An ICAO Contracting State; or

2. Layout of the SUCAR Document

Part 0 SUCAR Index

Part 1 Personnel Licensing

Part 2 Rules of the Air

Part 3 Meteorological Service for International Air Navigation

Part 4 Aeronautical Charts

Part 5 Units of Measurement

Part 6 Operation of Aircraft

Note: Designated as Volumes of SUCAR Part 6 in general; Standards contained in ANR

Part 7 Aircraft Registration or Cancellation

Part 8 Airworthiness of Aircraft and Continuing Airworthiness

Note: Designated as Volumes of SUCAR Part 8 in general; Standards contained in ANR

Part 9 RESERVED (Facilitation)

Part 10 Aeronautical Telecommunications

Part 11 Air Traffic Services

Part 12 Search and Rescue

Part 13 Aircraft Accident and Incident Investigation

Part 15 Aeronautical Information Services

Part 16 Environmental Protection

Part 17 Aviation Security

Part 18 The Safe Transportation of Dangerous Goods by Air

Each Part of SUCAR, but not necessarily all, is composed of :

In the Parts of these Regulations, unless the context requires otherwise:

1. Words importing the singular include the plural

2. Words importing the plural include the singular, and

3. Words importing the masculine gender include the feminine.

4. “Shall” is used in an imperative sense.

6. The word “Includes” means includes but is not limited to.

4 Amendment Rationale and Procedures

(1) This ANR X Vol.1 shall apply to -

(b) helicopters registered in the Republic of Sudan and engaged in commercial

(a) a flight crew member assigned to the flight;

(b) an authorised officer, inspector or authorised person; or

(a) Probibited from embarkation; or

(b) Disembarked if such a person is on board the helicopter.

(b) maintained in accordance with a helicopter maintenance schedule referred to in

(b) has been type-certified by the appropriate authority;

(c) holds a valid certificate of airworthiness or similar document issued by such

(4) The operator referred to in sub regulation (1) shall -

(b) such helicopter is maintained according to an approved maintenance programme.

X.1-01.08 Wet lease-out of helicopter

X.1-01.09 Leasing of helicopter between two Sudan operators

X.1-01.11 Preservation of documents

(2) details of emergency medical supplies;

(3) water supplies; and

(4) type and frequencies of emergency portable radio equipment.

X.1-01.14 Electronic devices

(1) laptop computers;

(2) video cameras;

(3) tape recorders;

(4) electronic entertainment devices; and

(5) hand held calculators.

X.1-01.15 Operations of helicopter - Gerenal

MAGNETIC TRACK from 000 to MAGNETIC TRACK from 180 to

X.1-01.16 Operational Directives

(a) The reason for issue.

(b) Applicability and duration, and

(c) Actions required the operator(s).