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(PNR) shall be determined-
2.3.4.2 Suitable off-shore alternates may be specified
subject to the following:
-the off-shore alternates shall be used only after a point
of no return (YPNR). Prior to PXR on-shore alternates
shall be used;
-mechanical reIiability of critical control systems and
critical components shall be considered and taken into
account when determining the suitability of the
alternates;
- onc engine inoperative performance capability shall be
atlainable prior to arrival at the alternate;
- deck availability shall be guaranteed;
- weather information must be reliable and accurate
Note.- Tlze laizding technique specified in the Jighr
manual followilzg control system failure may preclude the
nomination of certuin helidecks us alternate heliports.
2.3.4.3 Recommendation.- 08-shore alternates should
not be used wheri it is possible to carry enoughfuel to have an
on-shore airernare. Such circumstances should be exceptiort.al
and shorrld not include payload cnhancernent in adverse
weuther conditions.
2.3.5 Weather conditions
2.3.5.1 A flight to be conducted in accordance with Lhe
visual flight rules shall not be commenced unlcss 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 mles 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 plunning purposes, higher rninirna for a heliport n:hen
nonlinated as an alrernate than .for the same heliport when
plarined us that of intended landi11.g.
2.3.5.3 A flighl to be operated in known or expected icing
conditions shall not be comn~enced unless the helicopter is
certificated and equipped to cope with such conditions.
2.3.5.4 A flight to be planncd or expected to operate in
suspected or known ground icing conditions shall not be
commenced unlesb the helicopter has been inspected for icing
and, if necessary, has been given appropr~ate de-icinglantiicing
treatment. Accun~l~lationof ice or other natarally
occurring contan~inantss hall be removed so that the helicopter
is kept in an airworthy condition prior to take-oil.
Nore.- Gnidrrlicc materinl is given in the Manual of
Aircraft Ground De-icinglAnti-icing Operations (Doc9640).
Secti~n11 , Chapter 2 Annex 6 - Operation o f Aircraft
2.3.6 Fuel and oil supply
2.3.6.1 All helicopters. A flight shall not bc commenced
unless, taking into account both the meteorological conditions
and any delays thal are expected in flight, the helicopter
carries sufficient fuel and oil to ensure that it can safely
co~nplete the flight. In addition, a reserve shall be carried to
provide fur contingencies.
2.3.6.2 VisualfEight rules (VFR) operations. The fuel and
oil carried in order to comply with 2.3.6.1 shall, in the case of
VFR operations, be at least the amount sufficient to allow the
helicopter:
a) to fly to the heliport to which the flight is planned;
b) to fly thereafter for a period of 20 minutes at bcst-range
speed plus 10 per cent of the planned flight time; and
C) to have an additional amount of fuel, sufficient to
providc for the increased consumption on the occurrence
of any of thc potential contingencies specified by the
operator to the satisfaction of the State of the Operator.
2.3.6.3 Instrumentflight rules (IFR) operations. The fuel
and oil carried in order to comply with 2.3.6.1 shall, in the
casc of IFR operations, be at least the amount sufficient to
allow the helicopter:
2.3.6.3.1 When an alternate is not required, in terms of
2.3.4.1 a), to fly to the heliport to which the flight is
planned, and thereafter:
a) to fly 30 minutes at holding speed at 450 m (1 500 ft)
above the destination heliport under standard
temperature conditions and approach and land; and
b) to have an additional amount of fuel, sufficient to
provide for the increased consumption on the
occurrence of any of the potential contingencies
specified by the operator to the satisfaction of the
State of the Operator.
2.3.6.3.2 When an altemate is .required, to fly to and
　
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