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4.5.2+
4.9.1.1 FDR is not required. Will comply no latcr than 1 January 2005.
4.9.1.2
4.9.1.5 Will comply no later than I January 2005.
4.9.1.5.1
4.9.2 No requirement. Will comply no later than I January 2005
4.9.3.2* No requirement. Will comply no later than 1 January 2005.
4.9.5.1 Over 7 000 kg and over 2 700 kg up to and including 7 000 kg. Will comply no later than 1 January 2005.
4.9.5.2*
"Recommended Practice
SUPPLEMENTT O ANNEX6 , PARTH I (FIFTHE DITION) UNITEDK INGDOM I
SECTIONS I AND I1
General With regard to references to "State of the Operator" (except paragraphs 2.2.6.1 and 2.2.6.2 - Minimum
Flight Altitudes), the responsibility for aeroplruies registered in the Unitcd Kingdom remains with the
United Kingdom unless an agreemcnt is reached with another State under the terns of Chapter 3.
The United Kingdom will continue to use the term "weight" unless the aeroplane is operated in
accordru~cew ith JAR-OPS, when "mass" will be used.
SECTION I
Chapter l
Definitions Approach and landing operations using instrument approach procedures. Subpart E of JAR-OPS 3
(Helicopters) - now the sole United Kingdom code for aerodrome operating minima policy:
a) specifies a minimum RVR that is:
1) 50 m less than the 550 m specified in the ICAO Category I definition;
2) 50 m less than the 350 m specified in the ICAO Category 11 definition; and
b) does not permit CAT ILI A, B or C operations.
Cabin crew member. The United Kingdom continues to use the term "cabin attendant" in place of "cabin
crew".
Crew member. The Unitcd Kingdom definition is based upon the functions that crew members
undertake. Although different, the Unitcd Kingdom definition is more precise than that of ICAO.
Flight crew member. The United Kingdom definition is based upon the functions that flight crew
members undertake. Although different, it is more precise than the ICAO definition. Effectively, both
definitions achieve the same result.
Flight time - helicopters. The United Kingdom definition differs only in minor detail, with flight time
beginning when the helicopter first moves under its own power, and ending when the rolors are next
stopped.
Pilot-in-com,mand. In Unitcd Kingdom legislation, 'Pilot-in-command" in relation to an aircraft mcans
a person who for the time being is in charge of the piloting of the aircraft without being under the
direction of any other pilot in the aircraft.
SECTION 11
Chapter 1
1.1.6
Chapter 2
2.1.2
The United Kingdom does not explicitly require operators to establish an accident prevention and flight
safety programme.
The Unitcd Kingdom docs not explicitly require opcralors to specify in their operations manuals this
instruction on reporting withoul delay any inadequacy of facilities that may be observcd.
2.2.3.2 The United Kingdom does not require operators to specify this prohibition (on turning rotors under power
without a qualified pilot at the controls) in operations manuals.
2.2.5 The United Kingdom does not explicitly require operators to ensure that the design and utilization of
checklists shall observc Human Factors principles.
2.2.7.4" The United Kingdom allows meteorology visibili~y to be converted to RVR. No limiting visibility is
prescribed: if a reported RVR is not available, then an approach may be made if the conversion results in
an RVR-equivalent value that is not less than the relevant aemdrome operating minima.
2.2.1 1 The United Kingdom does not require all helicopters operated over water to be certificated for ditching,
but makes provision for flotation by other means.
2.3.4.2 The United Kingdom does not require operators to specify in their operations manuals these instructions
on the use of suitable off-shore alternates.
2.3.4.3" The United Kingdom does not require operators to specify in their operations manuals this
Recommendation on the carriage of fuel rather than payload in adverse weather conditions so as to then
use an on-shore alternate.
Chapter 3
3.1.5*
Chapter 4
4.2.4.2
The United Kingdom does not explicitly require operators to specify in their operations manuals these
instructions on the duties and training associated with the employment of flight operations officerslflight
dispatchers.
The United Kingdom prescribes duties for the pilot designated by the operator as commander of the
aircraft, covering essentially the same requirements as in thc ICAO text, but described in a different and
more precise manner.
The United Kingdom does not explicitly require operators to spccify in their operations manuals these
instructions on the dulics and training associated with the employment of flight operations officersfflight
　
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