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safety of international air navigation by providing criteria of I
safe operating practice and to contribute to the efficiency and
regularity of international air navigation by encouraging States
to facilitate the passage over their territories of aeroplanes in
international commercial air transport belonging to other
States that operate in conformity with such Standards.
Chapter 5
An element of the safety of an operation is the intrinsic safety
of the aircraft, that is, its level of airworthiness. The level of
airworthiness of an aircraft is, however, not fully defined by
the application of the airworthiness Standards of Annex 8, but
also requires the application of those Standards in the present
Annex that are complementary to them.
As originally adopted and also as amended by Amendments
1 to 138, the Annex contained a chapter "Aeroplane
Operating Limitations" which included general provisions
applicable to the operation of all aeroplanes within the scope
of the Annex, a section or sections applicable to aeroplanes
certificated in ICAO categories according to the then existent
Annex 8, and a section applicable to aeroplanes not so
certificated.
At its fourth session, the Operations Division, collaborating
with the Airworthiness Division, made, in addition to the
proposals that resulted in Amendments 128 to 133, recommendations
concerning the use of a performance code as an
alternative to the one prescribed for ICAO Category A
aeroplanes in which some essential climb values had the status
of Recommended Practices. Further, the Airworthiness
Division made recommendations concerning certain aspects of
the certification in ICAO categories. As a result of those
recommendations, the Council, on 2 December 1952, adopted
Amendment 134 (which became effective 1 May 1953), and
approved the incorporation of the alternative performance
code as Attachment A but stated its belief that since agreement
had not yet been reached on Standards covering performance,
there existed no basis for certification in ICAO Category A. It
urged the Contracting States to refrain from such certification
pending the becoming effective of Standards on performance
or until such time as the Council decides on the basic policy
on airworthiness.
The Assembly at its seventh session (June 1953) endorsed
the action already taken by the Council and the Air Navigation
Commission to initiate a fundamental study of ICAO policy on
international airworthiness and directed the Council to
complete the study as rapidly as practicable.
In pursuing such study, the Air Navigation Commission
was helped by an international body of experts designated as
the "Airworthiness Panel", which contributed to the
preparation of the work of the Third Air Navigation
Conference.
Foreword Annex 6 - Operation of Aircrafl
As a result of these studies, a revised policy on
international airworthiness was developed and it was approved
by the Council in 1956. According to this policy the principle
of certification in an ICAO Category was abandoned. Instead,
Annex 8 included broad Standards which defined, for
application by the competent national authorities, the complete
minimum international basis for the recognition by States of
certificates of airworthiness for the purpose of the flight of
aircraft of other States into or over their territories, thereby
achieving, among other purposes, protection of other aircraft,
third persons and property. It was considered that this met the
obligation of the Organization under Article 37 of the
Convention to adopt international Standards of airworthiness.
It was recognized that the ICAO Standards of airworthiness
would not replace national regulations and that national codes
of airworthiness containing the full scope and extent of detail
considered necessary by individual States would be necessary
as the basis for the certification of individual aircraft. Each
State would establish its own comprehensive and detailed code
of airworthiness or would select a comprehensive and detailed
code established by another Contracting State. The level of
airworthiness defined by this code would be indicated by the
Standards, supplemented, if necessary, by Acceptable Means
of Compliance.
A revised text consistent with the above principles was
prepared for Chapter 5 of Annex 6. It included: a) broad
Standards that were complementary to the Standards related to
aeroplane performance in Annex 8; and b) two Acceptable
Means of Compliance which illustrated by examples the level
of performance intended by the broad Standards. To adopt a
　
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