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2.3 Flight preparation
2.3.1 A flight shall not be commenced until flight
preparation forms have been completed certifying that the
pilot-in-command is satisfied that:
Annex 6 — Operation of Aircraft Part III
12/31/111//0016 II-2-4
No. 11
a) the helicopter is airworthy;
b) the instruments and equipment prescribed in Chapter 4,
for the particular type of operation to be undertaken, are
installed and are sufficient for the flight;
c) a maintenance release as prescribed in 6.7 has been
issued in respect of the helicopter;
d) the mass of the helicopter and centre of gravity location
are such that the flight can be conducted safely, taking
into account the flight conditions expected;
e) any load carried is properly distributed and safely
secured;
f) a check has been completed indicating that the operating
limitations of Chapter 3 can be complied with for the
flight to be undertaken; and
g) the Standards of 2.3.3 relating to operational flight
planning have been complied with.
2.3.2 Completed flight preparation forms shall be kept by
an operator for a period of three months.
2.3.3 Operational flight planning
2.3.3.1 An operational flight plan shall be completed for
every intended flight. The operational flight plan shall be
approved and signed by the pilot-in-command and, where
applicable, signed by the flight operations officer/flight
dispatcher, and a copy shall be filed with the operator or a
designated agent, or, if these procedures are not possible, it
shall be left with the heliport authority or on record in a
suitable place at the point of departure.
Note.— The duties of a flight operations officer/flight
dispatcher are contained in 2.6.
2.3.3.2 The operations manual must describe the content
and use of the operational flight plan.
2.3.4 Alternate heliports
2.3.4.1 For a flight to be conducted in accordance with
the instrument flight rules, at least one suitable alternate shall
be specified in the operational flight plan and the flight plan,
unless:
a) the duration of the flight and the meteorological
conditions prevailing are such that there is reasonable
certainty that, at the estimated time of arrival at the
heliport of intended landing, and for a reasonable period
before and after such time, the approach and landing
may be made under visual meteorological conditions as
prescribed by the State of the Operator; or
b) the heliport of intended landing is isolated and no
suitable alternate is available. A point of no return
(PNR) shall be determined.
2.3.4.2 Suitable off-shore alternates may be specified
subject to the following:
a) the off-shore alternates shall be used only after a point
of no return (PNR). Prior to PNR on-shore alternates
shall be used;
b) mechanical reliability of critical control systems and
critical components shall be considered and taken into
account when determining the suitability of the
alternates;
c) one engine inoperative performance capability shall be
attainable prior to arrival at the alternate;
d) deck availability shall be guaranteed; and
e) weather information must be reliable and accurate.
Note.— The landing technique specified in the flight
manual following control system failure may preclude the
nomination of certain helidecks as alternate heliports.
2.3.4.3 Recommendation.— Off-shore alternates should
not be used when it is possible to carry enough fuel to have an
on-shore alternate. Such circumstances should be exceptional
and should not include payload enhancement in adverse
weather conditions.
2.3.5 Weather conditions
2.3.5.1 A flight to be conducted in accordance with the
visual flight rules shall not be commenced unless current
meteorological reports or a combination of current reports and
forecasts indicate that the meteorological conditions along the
route or that part of the route to be flown under the visual
flight rules will, at the appropriate time, be such as to render
compliance with these rules possible.
2.3.5.2 A flight to be conducted in accordance with
instrument flight rules shall not be commenced unless the
information is available which indicates that conditions at the
heliport of intended landing or, when an alternate is required,
at least one alternate heliport will, at the estimated time of
arrival, be at or above the heliport operating minima.
Note.— It is the practice in some States to declare, for
flight planning purposes, higher minima for a heliport when
nominated as an alternate than for the same heliport when
　
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