. 
The environment is determined to be non-hostile (see Appendix 6).

. 
Flights are conducted over reasonably short distances and favourable terrain.

. 
Operations are in Day Visual conditions (VMC), and the aircraft is landed 30 minutes prior to official sunset.

. 
Acceptable Search & Rescue Services are available (see Section 12 and Appendices 14 & 17)

. 
Continuous Flight Following is maintained.

6.1.5 Piston powered multi-engine aeroplanes
In some regions access to Turbine powered multi-engine aeroplanes is limited which may necessitate the use of Piston powered aeroplanes when all of the conditions in paragraph 6.1.4 above cannot be met, particularly for short notice or infrequent flights. In such cases the following criteria should be considered:
.  Restrict aircraft loading to ensure a net take-off flight path to clear obstacles by not less than 35 feet to a height of 1500 feet above the landing aerodrome, assuming the loss of an engine on achieving V-Broc (VY) (speed for best rate of climb) with retraction of the undercarriage and flaps complete and the propeller on the inoperative engine feathered. (In practice this means a gross single-engine climb rate of at least 200 feet per minute.) If the climb out criteria cannot be met, followed by a safe single-engine circuit to land, then management must be made aware of this and continued use should only follow a formal risk assessment. This would include a review of the area ahead of the runway into which the forced landing would have to be made.
.  En-route performance planning for all flights must ensure the capability of maintaining the minimum safe altitude for IFR flight over the route to be flown or any diversion from it, with one power unit inoperative.

6.1.6  Single-engine aeroplanes
 If single-engine aeroplane operations are considered:
. 
preference should be given to single-engine turbine powered aeroplanes;

. 
the conditions contained in paragraph 6.1.4 should be met;

. 
the aeroplane should comply with all the minimum equipment recommendations in the Equipment Fit Table and other sections of this guide (where applicable); and

. 
a risk assessment should be completed with identified risk reduction measures implemented to reduce the risk to that As Low As Reasonably Practicable (ALARP).

6.2 Airfields – minimum requirements
As the general requirements imposed by National Aviation Authorities (NAA) vary widely from country to country local airfield standards should be assessed by the OGP Member’s Aviation Advisor. If assessed as being acceptable the general requirements imposed by the NAA should be considered the minimum standard which must be satisfied.
Where there is no locally provided guidance available the minimum requirements contained in ICAO Annex 14 Part 1 (Aerodromes) should be applied.

6.3 Fuel planning
While parameters covering all circumstances cannot be clearly laid down, the following should be used as guidance for fuel planning unless otherwise stated in relevant regulations or Operating Manuals.
6.3.1  IFR flight plan
Fuel should be sufficient for the leg to destination plus the leg to an alternate, plus 10% of the above as a navigation contingency, plus 45 minutes holding fuel (30 minutes for turbine aircraft). A con-tingency should also be allowed for start-up and taxi.

6.3.2  VFR flight plan
Fuel should be sufficient for the proposed route plus 10% of the route fuel, plus 30 minutes at the cruising speed consumption.
Note  The above requirements are in addition to unusable fuel as listed in the aircraft Flight Manual.
6.4 Composition of flight crew

VFR  IFR and Night 
　
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