Page 256 - UK Air Operations Regulations 201121

Part CAT - ANNEX IV - Commercial Air Transport Operations

(1) It is generally recognised that when flying out of sight of land in certain
meteorological conditions, such as those occurring in high pressure weather
patterns (goldfish bowl — no horizon, light winds and low visibility), the absence of a
basic panel (and training) can lead to disorientation. In addition, lack of depth
perception in these conditions demands the use of a radio altimeter with an audio
voice warning as an added safety benefit — particularly when autorotation to the
surface of the water may be required.
(2) In these conditions, the helicopter, without the required instruments and radio
altimeter, should be confined to a corridor in which the pilot can maintain reference
using the visual cues on the land.
(d) Provision for a safe forced landing and evacuation
(1) Weather and sea state both affect the outcome of an autorotation following an
engine failure. It is recognised that the measurement of sea state is problematical
and when assessing such conditions, good judgement has to be exercised by the
operator and the commander.
(2) Where floats have been certificated only for emergency use (and not for ditching),
operations should be limited to those sea states that meet the provisions for such
use — where a safe evacuation is possible.
Ditching certification requires compliance with a comprehensive number of
requirements relating to rotorcraft water entry, flotation and trim, occupant egress
and occupant survival. Emergency flotation systems, generally fitted to smaller
CS27 rotorcraft, are approved against a broad specification that the equipment
should perform its intended function and not hazard the rotorcraft or its occupants. In
practice, the most significant difference between ditching and emergency flotation
systems is substantiation of the water entry phase. Ditching rules call for water entry
procedures and techniques to be established and promulgated in the AFM. The
fuselage/flotation equipment should thereafter be shown to be able to withstand
loads under defined water entry conditions which relate to these procedures. For
emergency flotation equipment, there is no specification to define the water entry
technique and no specific conditions defined for the structural substantiation.
(e) Provisions for survival
(1) Survival of crew members and passengers, following a successful autorotation and
evacuation, is dependent on the clothing worn, the equipment carried and worn, the
temperature of the sea and the sea state. Search and rescue (SAR)
response/capability consistent with the anticipated exposure should be available
before the conditions in the corridor can be considered non-hostile.
(2) Coastal transit can be conducted (including north of 45N and south of 45S — when
the definition of open sea areas allows) providing the provisions of (c) and (d) are
met, and the conditions for a non-hostile coastal corridor are satisfied.
CAT.OP.MPA.140 Maximum distance from an adequate aerodrome for two-engined aeroplanes without an ETOPS approval
(a) Unless approved by the CAA in accordance with Subpart F of Annex V (Part-SPA), the
operator shall not operate a two-engined aeroplane over a route that contains a point
further from an adequate aerodrome, under standard conditions in still air, than the
appropriate distance for the given type of aeroplane among the following:
(1) for performance class A aeroplanes with a maximum operational passenger seating
configuration (MOPSC) of 20 or more, the distance flown in 60 minutes at the one-
engine-inoperative (OEI) cruising speed determined in accordance with point (b);
(2) for performance class A aeroplanes with an MOPSC of 19 or less, the distance
flown in 120 minutes or, subject to approval by the CAA, up to 180 minutes for
turbojet aeroplanes, at the OEI cruising speed determined in accordance with point
(b);
(3) for performance class B or C aeroplanes, whichever is less:
(i) the distance flown in 120 minutes at the OEI cruising speed determined in
accordance with point (b);
(ii) 300 NM.
(b) The operator shall determine a speed for the calculation of the maximum distance to an
adequate aerodrome for each two-engined aeroplane type or variant operated, not
exceeding VMO (maximum operating speed) based upon the true airspeed that the
aeroplane can maintain with one engine inoperative.
(c) The operator shall include the following data, specific to each type or variant, in the
operations manual:
(1) the determined OEI cruising speed; and
(2) the determined maximum distance from an adequate aerodrome.
(d) To obtain the approval referred to in point (a)(2), the operator shall provide evidence that:
(1) procedures have been established for flight planning and dispatch;
(2) specific maintenance instructions and procedures to ensure the intended levels of
continued airworthiness and reliability of the aeroplane including its engines have
been established and included in the operator's aircraft maintenance programme in
accordance with Annex I (Part-M) to Regulation (EU) No 1321/2014, including:
(i) an engine oil consumption programme;
(ii) an engine condition monitoring programme;
CAT.OP.MPA.140(c) GM1 Maximum distance from an adequate aerodrome for two-engined aeroplanes without an ETOPS approval
ONE-ENGINE-INOPERATIVE (OEI) CRUISING SPEED
The OEI cruising speed is intended to be used solely for establishing the maximum distance from an
20th November 2021 256 of 856