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Regional Supplementary Procedures (Doc 7030)
Manuals
Accidenthcident Reporting Manual (AUREP Manual)
(Doc 9 156)
Airport Services Munual (Doc 9 137)
Part 1 - Rescue and Fire Fighting
Part 8 - Airport Operational Services
Avoidance Systems)
Airworthiness Technical Manual (Doc 9051)
Annex I 1 -Air Traffic Services
Manual of Civil Avirrtion Medicine (Doc 8984)
Annex 12 - Search and Rescue
Annex 13 - Aircraji Accident Invesrigation
Annex 14 - Aerodromes
Volume I -Aerodrome Design and Operations
Manual on Zmplementation of a 300 m (1 000 fr) Veriicul
Separation Minimum Between FL290 and FLAl0 lnclusivc
(Doc 9574)
Manual nn Required Navigation Performance (RNP) (Doc 9613)
ANNEX 6 - PART I1
INTERNATIONAL GENERAL AVIATION - AEROPLANES
FOREWORD
Historical background
Standards and Recommended Practices for the Operation of
Aircraft - International General Aviation were first adopted
by the Council on 2 December 1968 pursuant to the provisions
of Article 37 of the Convention on International Civil Aviation
(Chicago, 1944) and designated as Annex 6, Part II, to the
Convention. They became effective on 2 April 1969 and
applicable on 18 September 1969.
Annex 6, Part II, was developed in the following manner:
the Fifkenth Session of the Assembly, Montreal, June-July
1965, adopted Resolution A15- 15: "Consideration of the needs
of international general aviation in relation to the scope of
ICAO technical activities". Subsequently, the Fourth Air
Navigation Conference (Montreal, November-December
1965) recommended a series of factors which it considered
should be taken into account in extending the scope of
Amex 6 to meet the needs of general aviation in accordance
with the directives of Assembly Resolution A15-15.
The Fourth h r Navigation Conference recommended that
the International Standards and Recommended Practices to be
developed for International General Aviation Operations
exclude for the present aerial work operations. It was however
clearly the view of the conference that the Annex should be
framed in such a manner as to facilitate its extension to cover
aerial work operations at a later date, should such extension
prove desirable.
Based on the above considerations, draft International
Standards and Recommended Practices for the Operation
of International General Aviation Aircraft were developed by
the Air Navigation Commission and, after amendment
following the usual consultation with the Member States of the
Organization, were adopted by the Council so as to become,
together with the Foreword approved by the Council, the
text of tlus Annex. In developing this material the Air
Navigation Commission was guided by the following
philosophies:
Presentation and conformity with Annex 6, Port I. The
Annex should be, as nearly as practicable, equivalent in scope
and conform as closely as possible to Annex 6 (now Annex 6,
Part I).
Applicability. Although the definition of general aviation
originally used in this Annex encompassed aerial work
operations, these were specifically excluded from the
provisions of this Annex by Chapter 2 - Applicability.
Level of safety. The Annex should ensure an acceptable level
of safety to third parties (third parties meaning persons on the
ground and persons in the air in-other aircraft). Also, as some
international general aviation operations will be performed:
a) by crews less experienced and less skilled;
b) by less reliable equipment;
C) to less rigorous standards; and
d) with greater freedom of action than in commercial air
transport operations;
it has to be accepted that the passenger in international general
aviation aircraft will not necessarily enjoy the same level of
safety as the fare-paying passenger in commercial air
transport; However, it was recognized that in ensuring an
acceptable degree of safety for third parties, an acceptable
level of safety for flight crews and passengers would be
achieved.
Freedom of Action. The maximum freedom of action
consistent with maintaining an acceptable level of safety
should be granted to international general aviation.
Responsibili~. The responsibility that devolves upon the
operator in Annex 6, Part I, should, in Part II of the Annex, fall
upon the pilot-in-command. Precedent for this course of action
exists in Annex 2.
Consequent to the adoption of Annex 6, Part m,
Intemtional Operatiom - Helicopters, an amendment to the
title was introduced to indicate that Annex 6, Part II was
applicable only to aeroplanes.
　
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