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Note under 6.2.2 a). On 13 'December 1961 the Council
adopted Amendments 146 and 147 and approved Amendment
148. These relate respectively to the modernizing of the
specifications concerning the provision and use of oxygen
supply systems, the installation of high intensity anti-collision
lights on aeroplanes and to purely editorial changes respecting
references to other documents. The Amendments became
effective on 1 April 1962 and applicable on 1 July 1962. On
8 April 1963 the Council adopted Amendment 149. This
Amendment related to the specification of the circumstances
under which emergency and survival equipment shall be
carried on long-range over-water flights. The Amendment
became effective on 1 August 1963 and applicable on
1 November 1963.
As a result of the adoption of Amendment 150, a sixth
edition of the Annex was published. This was necessitated by
the extensive nature of the Amendment which followed
recommendations of the Fourth Air Navigation Conference
(Montreal, November-December 1965) for extensive revision
of the Annex, chiefly with the aim of bringing it up to date to
meet the operational needs of high performance turbo-jet
aeroplanes. Furthermore, on the recommendation of the
Conference, the applicability of the Annex is now limited to
"aeroplanes" engaged in scheduled and non-scheduled
international air transport operations. Previously this limitation
applied only to non-scheduled international air transport
operations. Amendment 150 was adopted by the Council on
14 December 1966, became effective on 14 April 1967 and
applicable on 24 August 1967.
The Council, on 8 November 1967, adopted Amendment
151 which redefined "Aircraft" as a result of adoption
ANNEX 6 - PART I @) 1/11/01
Annex 6 - Operation of Aircraft
by Council of Amendment 2 to Annex 7 to the Convention and
amended 5.2.7.2.2 to cater for three-engined aeroplanes. The
Amendment became effective on 8 March 1968 and applicable
on 22 August 1968.
Amendment 152 was adopted by the Council on 23 January
1969. Besides revising certain paragraphs in Chapters 4, 7 and
8 to give them more precision, the Amendment also adds a
provision in Chapter 4 which prohibits, when passengers are
being canied, the in-flight simulation of emergency situations
affecting the flight characteristics of the aeroplane. The
opportunity presented by this Amendment was also taken to
introduce changes to the Annex as a consequence of the
adoption by the Council of a companion document - International
Standards and Recommended Practices - Operation
of Aircraft - Annex 6, Part I1 - International General
Aviation. These changes consisted of designating this
document, previously known as Annex 6, "Annex 6, Part I,
First Edition". Amendment 152 became effective on 23 May
1969 and applicable on 18 September 1969.
Consequent to the adoption of Annex 6, Part 111, International
Operations - Helicopters, an amendment to the title
was introduced to indicate that Annex 6, Part I was applicable
only to aeroplanes.
Table A shows the origin of subsequent amendments
together with a list of the principal subjects involved and the
dates on which the Annex and the amendments were adopted
by the Council, when they became effective and when they
became applicable.
Applicability
The present edition of Annex 6, Part I, contains Standards and
Recommended Practices adopted by the International Civil
Aviation Organization as the minimum Standards applicable to
the operation of aeroplanes by operators authorized to conduct
international commercial air transport operations. These international
commercial air transport operations include scheduled
international air services and non-scheduled international air
transport operations for remuneration or hire.
In conjunction, these two types of operations include all
international air transport operations conducted for remuneration
or hire by aeroplanes. The distinction between them lies
in the fact that scheduled international air services are
especially provided for in the Convention in contradistinction
to international air transport operations in general, of which
non-scheduled international air transport operations for
remuneration or hire were considered most urgently to
require the establishment of International Standards and
Recommended Practices. It is no longer considered necessary
to differentiate in the Standards and Recommended Practices
between scheduled international air services and nonscheduled
international air transport operations.
The purpose of Annex 6, Part I, is to contribute to the
　
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