Page 255 - UK Air Operations Regulations (Consolidated) 201121

Part CAT - ANNEX IV - Commercial Air Transport Operations

that operations of single-engined aeroplanes are only conducted along routes, or within areas, where
surfaces are available that permit a safe forced landing to be executed.
CAT.OP.MPA.137 Routes and areas of operation — helicopters
The operator shall ensure that:
(a) for helicopters operated in performance class 3, surfaces are available that permit a safe
forced landing to be executed, except when the helicopter has an approval to operate in
accordance with CAT.POL.H.420;
(b) for helicopters operated in performance class 3 and conducting ‘coastal transit’ operations,
the operations manual contains procedures to ensure that the width of the coastal corridor,
and the equipment carried, is consistent with the conditions prevailing at the time.
CAT.OP.MPA.137(b) GM1 Routes and areas of operation — helicopters
COASTAL TRANSIT
(a) General
(1) Helicopters operating overwater in performance class 3 have to have certain
equipment fitted. This equipment varies with the distance from land that the
helicopter is expected to operate. The aim of this GM is to discuss that distance,
bring into focus what fit is required and to clarify the operator's responsibility, when a
decision is made to conduct coastal transit operations.
(2) In the case of operations north of 45N or south of 45S, the coastal corridor facility
may or may not be available in a particular state, as it is related to the State definition
of open sea area as described in the definition of hostile environment.
(3) Where the term ‘coastal transit’ is used, it means the conduct of operations
overwater within the coastal corridor in conditions where there is reasonable
expectation that:
(i) the flight can be conducted safely in the conditions prevailing;
(ii) following an engine failure, a safe forced landing and successful evacuation
can be achieved; and
(iii) survival of the crew and passengers can be assured until rescue is effected.
(4) Coastal corridor is a variable distance from the coastline to a maximum distance
corresponding to three minutes’ flying at normal cruising speed.
(b) Establishing the width of the coastal corridor
(1) The maximum distance from land of coastal transit, is defined as the boundary of a
corridor that extends from the land, to a maximum distance of up to 3 minutes at
normal cruising speed (approximately 5 - 6 NM). Land in this context includes
sustainable ice (see (i) to (iii) below) and, where the coastal region includes islands,
the surrounding waters may be included in the corridor and aggregated with the
coast and each other. Coastal transit need not be applied to inland waterways,
estuary crossing or river transit.
(i) In some areas, the formation of ice is such that it can be possible to land, or
force land, without hazard to the helicopter or occupants. Unless the CAA
considers that operating to, or over, such ice fields is unacceptable, the
operator may regard that the definition of the ‘land’ extends to these areas.
(ii) The interpretation of the following rules may be conditional on (i) above:
- CAT.OP.MPA.137(a)(2);
- CAT.IDE.H.290;
- CAT.IDE.H.295;
- CAT.IDE.H.300; and
- CAT.IDE.H.320.
(iii) In view of the fact that such featureless and flat white surfaces could present a
hazard and could lead to white-out conditions, the definition of land does not
extend to flights over ice fields in the following rules:
- CAT.IDE.H.125(d); and
- CAT.IDE.H.145.
(2) The width of the corridor is variable from not safe to conduct operations in the
conditions prevailing, to the maximum of 3 minutes wide. A number of factors will, on
the day, indicate if it can be used — and how wide it can be. These factors will
include, but not be restricted to, the following:
(i) meteorological conditions prevailing in the corridor;
(ii) instrument fit of the aircraft;
(iii) certification of the aircraft — particularly with regard to floats;
(iv) sea state;
(v) temperature of the water;
(vi) time to rescue; and
(vii) survival equipment carried.
(3) These can be broadly divided into three functional groups:
(i) those that meet the provisions for safe flying;
(ii) those that meet the provisions for a safe forced landing and evacuation; and
(iii) those that meet the provisions for survival following a forced landing and
successful evacuation.
(c) Provision for safe flying
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