annex 8 airworthiness of acft

IMPORTANT NOTE

REGARDING ANNEX 8, NINTH AND TENTH EDITIONS

The Ninth Edition of Annex 8 contains International Standards and Recommended Practices thatwill be applicable on 20 May 2006. The Tenth Edition of Annex 8 contains International Standardsand Recommended Practices applicable only on 13 December 2007.

Users should therefore retain both the Ninth and Tenth Editions of Annex 8.

Copyright International Civil Aviation Organization Provided by IHS under license with ICAO

Not for ResaleNo reproduction or networking permitted without license from IHS

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Airworthinessof Aircraft

Annex 8to the Convention onInternational Civil Aviation

International Civil Aviation Organization

International Standardsand Recommended Practices

Ninth EditionJuly 2001

This edition incorporates all amendmentsadopted by the Council prior to 3 March 2001and supersedes, on 2 March 2004, allprevious editions of Annex 8.

For information regarding the applicabilityof the Standards and Recommended Practices,see sections 1.1, 2.1, 3.1 and 4.1 of Part II,1.1 of Part IIIA, A.1.1 of Part IIIB and the Foreword.



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AMENDMENTS

The issue of amendments is announced regularly in the ICAO Journal and in themonthly Supplement to the Catalogue of ICAO Publications and Audio-visualTraining Aids, which holders of this publication should consult. The space belowis provided to keep a record of such amendments.

RECORD OF AMENDMENTS AND CORRIGENDA

AMENDMENTS CORRIGENDA

No.Date

applicableDate

enteredEntered

by No.Date

of issueDate

enteredEntered

by

1-98 Incorporated in this edition

99 20/5/06 ICAO

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TABLE OF CONTENTS

Page Page

FOREWORD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (vii)

PART I. DEFINITIONS . . . . . . . . . . . . . . . . . . . . . I-1

PART II. PROCEDURES FOR CERTIFICATIONAND CONTINUING AIRWORTHINESS. . . . . . . . II-1-1

CHAPTER 1. Type certification . . . . . . . . . . . . . . II-1-11.1 Applicability . . . . . . . . . . . . . . . . . . . . . . . . II-1-11.2 Design aspects of the appropriate

airworthiness requirements. . . . . . . . . . . . . II-1-11.3 Proof of compliance with the design

aspects of the appropriate airworthiness requirements . . . . . . . . . . . . . . . . . . . . . . . . II-1-1

1.4 Type Certificate . . . . . . . . . . . . . . . . . . . . . II-1-2

CHAPTER 2. Production . . . . . . . . . . . . . . . . . . . . II-2-12.1 Applicability . . . . . . . . . . . . . . . . . . . . . . . . II-2-12.2 Production . . . . . . . . . . . . . . . . . . . . . . . . . . II-2-1

CHAPTER 3. Certificate of Airworthiness . . . . . . II-3-13.1 Applicability . . . . . . . . . . . . . . . . . . . . . . . . II-3-13.2 Issuance and renewal of a Certificate

of Airworthiness . . . . . . . . . . . . . . . . . . . . . II-3-13.3 Standard form of Certificate

of Airworthiness . . . . . . . . . . . . . . . . . . . . . II-3-13.4 Aircraft limitations and information . . . . . II-3-13.5 Temporary loss of airworthiness . . . . . . . . II-3-13.6 Damage to aircraft . . . . . . . . . . . . . . . . . . . II-3-1

CHAPTER 4. Continuing airworthiness of aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-4-1

4.1 Applicability . . . . . . . . . . . . . . . . . . . . . . . . II-4-14.2 Determination of continuing

airworthiness . . . . . . . . . . . . . . . . . . . . . . . . II-4-14.3 Information related to continuing

airworthiness of aircraft . . . . . . . . . . . . . . . II-4-1

PART III. LARGE AEROPLANES

PART IIIA. Aeroplanes over 5 700 kg for which application for certification was submitted on or after 13 June 1960, but before 2 March 2004 . . . . . IIIA-1-1

CHAPTER 1. General. . . . . . . . . . . . . . . . . . . . . . . IIIA-1-11.1 Applicability . . . . . . . . . . . . . . . . . . . . . . . . IIIA-1-11.2 Number of power-units . . . . . . . . . . . . . . . IIIA-1-11.3 Operating limitations . . . . . . . . . . . . . . . . . IIIA-1-1

1.4 Unsafe features and characteristics. . . . . . IIIA-1-21.5 Proof of compliance . . . . . . . . . . . . . . . . . IIIA-1-2

CHAPTER 2. Flight . . . . . . . . . . . . . . . . . . . . . . . IIIA-2-12.1 General. . . . . . . . . . . . . . . . . . . . . . . . . . . . IIIA-2-12.2 Performance. . . . . . . . . . . . . . . . . . . . . . . . IIIA-2-12.3 Flying qualities . . . . . . . . . . . . . . . . . . . . . IIIA-2-2

CHAPTER 3. Structures . . . . . . . . . . . . . . . . . . . . IIIA-3-13.1 General. . . . . . . . . . . . . . . . . . . . . . . . . . . . IIIA-3-13.2 Airspeeds . . . . . . . . . . . . . . . . . . . . . . . . . . IIIA-3-13.3 Flight loads . . . . . . . . . . . . . . . . . . . . . . . . IIIA-3-13.4 Ground and water loads . . . . . . . . . . . . . . IIIA-3-23.5 Miscellaneous loads . . . . . . . . . . . . . . . . . IIIA-3-23.6 Flutter, divergence and vibration . . . . . . . IIIA-3-23.7 Fatigue strength . . . . . . . . . . . . . . . . . . . . . IIIA-3-2

CHAPTER 4. Design and construction . . . . . . . . IIIA-4-14.1 General. . . . . . . . . . . . . . . . . . . . . . . . . . . . IIIA-4-1

CHAPTER 5. Engines . . . . . . . . . . . . . . . . . . . . . . IIIA-5-15.1 Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IIIA-5-15.2 Design, construction and functioning . . . . IIIA-5-15.3 Declared ratings, conditions and

limitations . . . . . . . . . . . . . . . . . . . . . . . . . IIIA-5-15.4 Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IIIA-5-1

CHAPTER 6. Propellers . . . . . . . . . . . . . . . . . . . . IIIA-6-16.1 Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IIIA-6-16.2 Design, construction and functioning . . . . IIIA-6-16.3 Declared ratings, conditions and

limitations . . . . . . . . . . . . . . . . . . . . . . . . . IIIA-6-16.4 Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IIIA-6-1

CHAPTER 7. Powerplant installation. . . . . . . . . . IIIA-7-17.1 General. . . . . . . . . . . . . . . . . . . . . . . . . . . . IIIA-7-17.2 Arrangement and functioning . . . . . . . . . . IIIA-7-1

CHAPTER 8. Instruments and equipment . . . . . . IIIA-8-18.1 Required instruments and equipment . . . . IIIA-8-18.2 Installation . . . . . . . . . . . . . . . . . . . . . . . . . IIIA-8-18.3 Safety and survival equipment . . . . . . . . . IIIA-8-18.4 Navigation lights and anti-collision

lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IIIA-8-1

CHAPTER 9. Operating limitations and information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IIIA-9-1

9.1 General. . . . . . . . . . . . . . . . . . . . . . . . . . . . IIIA-9-19.2 Operating limitations. . . . . . . . . . . . . . . . . IIIA-9-1

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9.3 Operating information and procedures . . . IIIA-9-19.4 Performance information . . . . . . . . . . . . . . IIIA-9-29.5 Aeroplane flight manual. . . . . . . . . . . . . . . IIIA-9-29.6 Markings and placards . . . . . . . . . . . . . . . . IIIA-9-2

CHAPTER 10. Continuing airworthiness — maintenance information . . . . . . . . . . . . . . . . . . . . . . IIIA-10-1

10.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . IIIA-10-110.2 Maintenance information . . . . . . . . . . . . . . IIIA-10-110.3 Maintenance programme information . . . . IIIA-10-110.4 Maintenance information resulting

from the type design approval . . . . . . . . . . IIIA-10-1

CHAPTER 11. Security . . . . . . . . . . . . . . . . . . . . . IIIA-11-111.1 Aeroplanes used for domestic

commercial operations . . . . . . . . . . . . . . . . IIIA-11-111.2 Least-risk bomb location . . . . . . . . . . . . . . IIIA-11-111.3 Protection of the flight crew

compartment . . . . . . . . . . . . . . . . . . . . . . . . IIIA-11-111.4 Interior design. . . . . . . . . . . . . . . . . . . . . . . IIIA-11-1

PART IIIB. Aeroplanes over 5 700 kg for whichapplication for certification was submitted on orafter 2 March 2004

SUB-PART A. General. . . . . . . . . . . . . . . . . . . . . . IIIB-A-1A.1 Applicability . . . . . . . . . . . . . . . . . . . . . . . . IIIB-A-1A.2 Operating limitations . . . . . . . . . . . . . . . . . IIIB-A-1A.3 Unsafe features and characteristics . . . . . . IIIB-A-1A.4 Proof of compliance . . . . . . . . . . . . . . . . . . IIIB-A-1

SUB-PART B. Flight . . . . . . . . . . . . . . . . . . . . . . . IIIB-B-1B.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . IIIB-B-1B.2 Performance design parameters . . . . . . . . . IIIB-B-1B.3 Flying qualities . . . . . . . . . . . . . . . . . . . . . . IIIB-B-2B.4 Stability and control . . . . . . . . . . . . . . . . . . IIIB-B-3

SUB-PART C. Structure. . . . . . . . . . . . . . . . . . . . . IIIB-C-1C.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . IIIB-C-1C.2 Mass and mass distribution . . . . . . . . . . . . IIIB-C-1C.3 Limit loads . . . . . . . . . . . . . . . . . . . . . . . . . IIIB-C-1C.4 Deformation and ultimate strength . . . . . . IIIB-C-1C.5 Airspeeds. . . . . . . . . . . . . . . . . . . . . . . . . . . IIIB-C-1C.6 Strength . . . . . . . . . . . . . . . . . . . . . . . . . . . . IIIB-C-1C.7 Survivability . . . . . . . . . . . . . . . . . . . . . . . . IIIB-C-2C.8 Structural durability . . . . . . . . . . . . . . . . . . IIIB-C-2C.9 Lightning protection . . . . . . . . . . . . . . . . . . IIIB-C-2

SUB-PART D. Design and construction . . . . . . . . IIIB-D-1D.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . IIIB-D-1D.2 Systems design features . . . . . . . . . . . . . . . IIIB-D-1D.3 Aeroelasticity . . . . . . . . . . . . . . . . . . . . . . . IIIB-D-2D.4 Occupants accommodation features. . . . . . IIIB-D-2D.5 Electrical bonding. . . . . . . . . . . . . . . . . . . . IIIB-D-3D.6 Emergency landing provisions . . . . . . . . . . IIIB-D-3D.7 Ground handling . . . . . . . . . . . . . . . . . . . . . IIIB-D-3

SUB-PART E. Powerplant . . . . . . . . . . . . . . . . . . IIIB-E-1E.1 Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . IIIB-E-1E.2 Propellers . . . . . . . . . . . . . . . . . . . . . . . . . . IIIB-E-1E.3 Powerplant installation . . . . . . . . . . . . . . . IIIB-E-1

SUB-PART F. Systems and equipment . . . . . . . . IIIB-F-1F.1 General. . . . . . . . . . . . . . . . . . . . . . . . . . . . IIIB-F-1F.2 Installation . . . . . . . . . . . . . . . . . . . . . . . . . IIIB-F-1F.3 Safety and survival equipment . . . . . . . . . IIIB-F-1F.4 Navigation lights and anti-collision

lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IIIB-F-1F.5 Electromagnetic interference protection . . IIIB-F-2F.6 Ice protection. . . . . . . . . . . . . . . . . . . . . . . IIIB-F-2

SUB-PART G. Operating limitations and information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IIIB-G-1

G.1 General. . . . . . . . . . . . . . . . . . . . . . . . . . . . IIIB-G-1G.2 Operating limitations. . . . . . . . . . . . . . . . . IIIB-G-1G.3 Operating information and procedures . . . IIIB-G-1G.4 Performance information. . . . . . . . . . . . . . IIIB-G-2G.5 Flight manual. . . . . . . . . . . . . . . . . . . . . . . IIIB-G-2G.6 Markings and placards . . . . . . . . . . . . . . . IIIB-G-2G.7 Continuing airworthiness . . . . . . . . . . . . . IIIB-G-2

SUB-PART H. Systems software . . . . . . . . . . . . . IIIB-H-1

SUB-PART I. Crashworthiness and cabin safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IIIB-I-1

I.1 General. . . . . . . . . . . . . . . . . . . . . . . . . . . . IIIB-I-1I.2 Design emergency landing loads . . . . . . . IIIB-I-1I.3 Cabin fire protection . . . . . . . . . . . . . . . . . IIIB-I-1I.4 Evacuation . . . . . . . . . . . . . . . . . . . . . . . . . IIIB-I-1I.5 Lighting and marking . . . . . . . . . . . . . . . . IIIB-I-1I.6 Survival equipment . . . . . . . . . . . . . . . . . . IIIB-I-1

SUB-PART J. Operating environment and Human Factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IIIB-J-1

J.1 General. . . . . . . . . . . . . . . . . . . . . . . . . . . . IIIB-J-1J.2 Flight crew. . . . . . . . . . . . . . . . . . . . . . . . . IIIB-J-1J.3 Ergonomics . . . . . . . . . . . . . . . . . . . . . . . . IIIB-J-1J.4 Operating environmental factors. . . . . . . . IIIB-J-1

SUB-PART K. Security. . . . . . . . . . . . . . . . . . . . . IIIB-K-1K.1 Aeroplanes used for domestic

commercial operations . . . . . . . . . . . . . . . IIIB-K-1K.2 Least-risk bomb location. . . . . . . . . . . . . . IIIB-K-1K.3 Protection of the flight crew

compartment . . . . . . . . . . . . . . . . . . . . . . . IIIB-K-1K.4 Interior design . . . . . . . . . . . . . . . . . . . . . . IIIB-K-1

PART IV. HELICOPTERS . . . . . . . . . . . . . . . . . . IV-1-1

CHAPTER 1. General . . . . . . . . . . . . . . . . . . . . . . IV-1-11.1 Applicability . . . . . . . . . . . . . . . . . . . . . . . IV-1-11.2 Limitations. . . . . . . . . . . . . . . . . . . . . . . . . IV-1-1

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1.3 Unsafe features and characteristics . . . . . . IV-1-11.4 Proof of compliance . . . . . . . . . . . . . . . . . . IV-1-1

CHAPTER 2. Flight . . . . . . . . . . . . . . . . . . . . . . . . IV-2-12.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . IV-2-12.2 Performance . . . . . . . . . . . . . . . . . . . . . . . . IV-2-12.3 Flying qualities . . . . . . . . . . . . . . . . . . . . . . IV-2-2

CHAPTER 3. Structures . . . . . . . . . . . . . . . . . . . . . IV-3-13.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . IV-3-13.2 Airspeeds. . . . . . . . . . . . . . . . . . . . . . . . . . . IV-3-13.3 Main rotor(s) rotational speed limits . . . . . IV-3-13.4 Flight loads . . . . . . . . . . . . . . . . . . . . . . . . . IV-3-13.5 Ground and water loads . . . . . . . . . . . . . . . IV-3-23.6 Miscellaneous loads . . . . . . . . . . . . . . . . . . IV-3-23.7 Flutter, divergence and vibration . . . . . . . . IV-3-23.8 Fatigue strength . . . . . . . . . . . . . . . . . . . . . IV-3-2

CHAPTER 4. Design and construction . . . . . . . . . IV-4-14.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . IV-4-1

CHAPTER 5. Engines . . . . . . . . . . . . . . . . . . . . . . IV-5-15.1 Scope. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IV-5-15.2 Design, construction and functioning . . . . IV-5-15.3 Declared ratings, conditions and

limitations . . . . . . . . . . . . . . . . . . . . . . . . . . IV-5-15.4 Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IV-5-1

CHAPTER 6. Rotor and power transmission systems and powerplant installation . . . . . . . . . . . . . IV-6-1

6.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . IV-6-1

6.2 Design, construction and functioning . . . . IV-6-16.3 Declared ratings, conditions and

limitations . . . . . . . . . . . . . . . . . . . . . . . . . IV-6-16.4 Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IV-6-16.5 Compliance with engine and rotor

and power transmission systems limitations . . . . . . . . . . . . . . . . . . . . . . . . . IV-6-1

6.6 Control of engine rotation. . . . . . . . . . . . . IV-6-16.7 Engine restarting . . . . . . . . . . . . . . . . . . . . IV-6-16.8 Arrangement and functioning . . . . . . . . . . IV-6-2

CHAPTER 7. Instruments and equipment . . . . . . IV-7-17.1 Required instruments and equipment . . . . IV-7-17.2 Installation . . . . . . . . . . . . . . . . . . . . . . . . . IV-7-17.3 Safety and survival equipment . . . . . . . . . IV-7-17.4 Navigation lights and anti-collision

lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IV-7-1

CHAPTER 8. Electrical systems. . . . . . . . . . . . . . IV-8-1

CHAPTER 9. Operating limitations and information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IV-9-1

9.1 General. . . . . . . . . . . . . . . . . . . . . . . . . . . . IV-9-19.2 Operating limitations. . . . . . . . . . . . . . . . . IV-9-19.3 Operating information and procedures . . . IV-9-19.4 Performance information. . . . . . . . . . . . . . IV-9-29.5 Helicopter flight manual . . . . . . . . . . . . . . IV-9-29.6 Markings and placards . . . . . . . . . . . . . . . IV-9-2

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FOREWORD

Historical background

Standards and Recommended Practices for the Airworthinessof Aircraft were adopted by the Council on 1 March 1949pursuant to the provisions of Article 37 of the Convention onInternational Civil Aviation (Chicago 1944) and designated asAnnex 8 to the Convention.

The Annex contained, in Part II, general airworthinessprocedures applicable to all aircraft and in Part III, minimumairworthiness characteristics for aeroplanes provided, or to beprovided, with certificates of airworthiness classifying them inan established ICAO category. Part I contained definitions.

At its fourth session, the Airworthiness Division collabor-ating with the Operations Division made recommendationsconcerning the use of a performance code as an alternative tothe one contained in the Annex, in which the climb values hadthe status of Recommended Practices. Further, the Airworthi-ness Division made recommendations concerning certainaspects of the certification in ICAO categories. As a result ofthose recommendations, the Council approved the incorpor-ation of the alternative performance code as Attachment A butstated its belief that since agreement had not yet been reachedon Standards covering performance, there existed no basis forcertification in ICAO Category A. It urged the ContractingStates to refrain from such certification pending the becomingeffective of Standards on performance or until such time as theCouncil 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 AirNavigation Commission to initiate a fundamental study ofICAO policy on international airworthiness and directed theCouncil to complete the study as rapidly as practicable.

In pursuing such study, the Air Navigation Commissionwas helped by an international body of experts designatedas the “Airworthiness Panel”, which contributed to the prep-aration of the work of the Third Air Navigation Conference.

As a result of these studies, a revised policy on inter-national airworthiness was developed and it was approvedby the Council in 1956. According to this policy, the principleof certification in an ICAO Category was abandoned. Instead,Annex 8 included broad Standards which defined, for appli-cation by the competent national authorities, the completeminimum international basis for the recognition by States ofcertificates of airworthiness for the purpose of the flight ofaircraft of other States into or over their territories, therebyachieving, among other purposes, protection of other aircraft,

third persons and property. It was considered that this met theobligation of the Organization under Article 37 of the Conven-tion to adopt International Standards of airworthiness.

It was recognized that the ICAO Standards of air-worthiness would not replace national regulations and thatnational codes of airworthiness containing the full scope andextent of detail considered necessary by individual Stateswould be necessary as the basis for the certification of individ-ual aircraft. Each State would establish its own comprehensiveand detailed code of airworthiness or would select a compre-hensive and detailed code established by another ContractingState. The level of airworthiness defined by this code would beindicated by the Standards, supplemented, if necessary, byAcceptable Means of Compliance.

In application of those principles, the Annex was declaredas constituting the minimum standards for the purpose ofArticle 33. It was also recognized that the Annex might, at thetime of adoption, not include technical Standards for allclasses of aircraft or even for all classes of aeroplanes, if theCouncil felt that no technical Standards were required at thattime to render Article 33 operative. Furthermore, adoption oramendment of the Annex declared to be complete for thepurpose of Article 33 did not constitute the end of ICAO’swork in the airworthiness field, as there was a need to continueinternational collaboration in airworthiness matters.

A revised text for Annex 8 consistent with the aboveprinciples was prepared on the basis of the recommendationsmade by the Third Air Navigation Conference (Montreal,September–October 1956). Part III of the Annex was limited tobroad Standards stating the objectives rather than the methodsof realizing those objectives. However, to indicate by examplesthe level of airworthiness intended by some of the broadStandards, specifications of a more detailed and quantitativenature were included under the title “Acceptable Means ofCompliance”. These specifications were intended to assist theContracting States in the establishment and application ofcomprehensive and detailed national airworthiness codes.

To adopt a code giving an appreciably lower level ofairworthiness than that given in an Acceptable Means ofCompliance was considered to be a violation of the Standardsupplemented by that Acceptable Means of Compliance.

The revised text for Annex 8 was included in the FourthEdition of the Annex, which superseded the First, Second andThird Editions.

Another recommendation of the Third Air NavigationConference led to the establishment by the Council in 1957 of

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the Airworthiness Committee, consisting of airworthinessexperts with broad experience and selected from thoseContracting States and International Organizations willing tocontribute.

Present policy on international airworthiness. There hadbeen some concern about the slow progress that had beenmade over the years with respect to developing supplementaryairworthiness specifications in the form of Acceptable Meansof Compliance. It was noted that the majority of the Accept-able Means of Compliance in Annexes 6 and 8 had beendeveloped in 1957 and were therefore applicable to only thoseaeroplane types operating at that time. No effort had beenmade to update the specifications in these Acceptable Meansof Compliance nor had there been any recommendations fromthe Airworthiness Committee for upgrading of any of theProvisional Acceptable Means of Compliance, which had beendeveloped as potential material for full-fledged AcceptableMeans of Compliance. The Air Navigation Commission there-fore requested the Airworthiness Committee to review theprogress made by it since its inception with a view todetermining whether or not desired results had been achievedand to recommend any changes to improve the development ofdetailed airworthiness specifications.

The Airworthiness Committee at its Ninth Meeting(Montreal, November/December 1970) made a detailed studyof the problems and recommended that the concept ofdeveloping airworthiness specifications in the form of Accept-able Means of Compliance and Provisional Acceptable Meansof Compliance be abandoned and a provision be made for anairworthiness technical manual to be prepared and publishedby ICAO to include guidance material intended to facilitate thedevelopment and uniformity of national airworthiness codes byContracting States.

The Air Navigation Commission reviewed the recommen-dations of the Airworthiness Committee in the light of thehistory of the development of the airworthiness policyapproved by the Council in 1956. It came to the conclusionthat the basic objectives and principles on which the ICAOairworthiness policy had been based were sound and did notrequire any significant change. It was also concluded that themain reason for the slow progress in the development ofairworthiness specifications in the form of Acceptable Meansof Compliance and Provisional Acceptable Means of Com-pliance was the degree of mandatory status to the formerimplied by the following statement included in the Forewordsof the Fourth and Fifth Editions of Annex 8:

“To adopt a code giving an appreciably lowerlevel of airworthiness than that given in anAcceptable Means of Compliance would be aviolation of the Standard supplemented by thatAcceptable Means of Compliance.”

Several approaches were examined by the Air NavigationCommission to eliminate this difficulty. Finally, it came to theconclusion that the idea of developing airworthiness specifi-

cations in the form of Acceptable Means of Compliance andProvisional Acceptable Means of Compliance should be aban-doned and ICAO should declare that the States’ obligations,for the purpose of Article 33 of the Convention, shall be metby their compliance with the broad Standards in Annex 8supplemented, as necessary, by airworthiness technicalguidance material, devoid of all mandatory implications orobligations. Also the requirement that each Contracting Stateshould either establish its own comprehensive and detailedcode of airworthiness or select a comprehensive and detailedcode established by another Contracting State should beretained.

The Council on 15 March 1972 approved the aboveapproach to form the basis for the present policy of ICAOin the field of airworthiness. According to this policy:

a) the objective of international airworthiness Standards isto define, for application by the competent nationalauthorities, the minimum level of airworthiness consti-tuting the international basis for the recognition byStates, under Article 33 of the Convention, of certifi-cates of airworthiness for the purpose of the flight ofaircraft of other States into or over their territories,thereby achieving, among other things, protection ofother aircraft, third parties and property;

b) the Standards developed to meet the objective stated ina) are considered by the Council as meeting, in thenecessary scope and detail, the obligations of the Organ-ization under Article 37 of the Convention to adoptInternational Standards of airworthiness;

c) international airworthiness Standards adopted by theCouncil are recognized as being the complete inter-national code necessary to bring into force and effectthe rights and obligations which arise under Article 33of the Convention;

d) the technical airworthiness Standards in Annex 8 shallbe presented as broad specifications stating the objec-tives rather than the means of realizing these objectives;ICAO recognizes that national codes of airworthinesscontaining the full scope and extent of detail considerednecessary by individual States are required as the basisfor the certification by individual States of airworthinessof each aircraft;

e) to assist States in applying the Standards of Annex 8and in developing their own comprehensive nationalcodes in a uniform manner, detailed guidance materialshall be developed and published expeditiously in theworking languages of the Organization.

The Council also approved the issuance of the airworthinessguidance material under the title of Airworthiness TechnicalManual. It was understood that the guidance material will,before issuance, be examined by the Air Navigation Com-mission. It will however have no formal status and its main

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Foreword Annex 8 — Airworthiness of Aircraft


purpose would be to provide guidance to Contracting States indeveloping the detailed national airworthiness codes men-tioned in 2.2 of Part II of the Annex.

A text for Annex 8 consistent with the policy oninternational airworthiness, approved by the Council on15 March 1972, was developed by the Air NavigationCommission.

Table A shows the origin of amendments together with alist of the principal subjects involved and the dates on whichthe Annex and the amendments were adopted by the Council,when they became effective and when they became applicable.

On 6 June 2000, the Air Navigation Commission reviewedthe recommendation of the Continuing Airworthiness Paneland the Airworthiness Study Group, in light of the introductionof the type certification process, to introduce the Type Certifi-cate concept. It came to the conclusion that this internationallyused and known certificate was already introduced in the Air-worthiness Technical Manual (Doc 9051) and that its introduc-tion complements the type certification process, making thetext of Annex 8 consistent with its international airworthinessuse.

It was further noted that the State of Registry, which is incharge of the issuance or validation of Certificates of Air-worthiness by virtue of Article 31 of the Convention, and theState of Design may be different States, with separatefunctions and duties, and two independent responsibilities.Accordingly, the requirements governing the issuance of TypeCertificates in accordance with applicable provisions ofAnnex 8 are not part of “the minimum standards” whichgovern the issuance or validation of Certificates of Airworthi-ness, and lead to the recognition of their validity pursuant toArticle 33 of the Convention.

Applicability

The applicability of the Standards is indicated in 1.1, 2.1, 3.1and 4.1 of Part II, in 1.1 of Part IIIA and in A.1.1 of Part IIIB.The dates were established so as to take account of theprovisions of Article 41 of the Convention. However, theCouncil has recommended that, as far as practicable, earlierdates be applied.

Related Standards of Annex 6, Part I. Chapter 5 ofAnnex 6, Part I, dealing with aeroplane performance operatinglimitations contains Standards that are complementary to theairworthiness Standards of Annex 8. Both state broad objec-tives. The Standards of Annex 6, Part I, Chapter 5, aresupplemented by guidance material in the form of green pageattachments which indicate by examples the level ofperformance intended by the Standards.

The Council has urged Contracting States not to impose onvisiting aeroplanes operational requirements other than those

established by the State of Registry, provided those require-ments are not lower than the Standards of Chapter 5 ofAnnex 6, Part I, as amended by Amendment 2, 2.2 of Part IIIAand B.2 of Part IIIB of this edition of Annex 8.

Action byContracting States

Notification of differences. The attention of Contract-ing States is drawn to the obligation imposed by Article 38 ofthe Convention by which Contracting States are required tonotify the Organization of any differences between theirnational regulations and practices and the International Stan-dards contained in this Annex and any amendments thereto.Contracting States are invited to keep the Organizationcurrently informed of any differences which may subsequentlyoccur or of the withdrawal of any differences previouslynotified. A specific request for notification of differences willbe sent to Contracting States immediately after the adoption ofeach Amendment to this Annex.

Use of the text of the Annex in national regulations. TheCouncil, on 13 April 1948, adopted a resolution inviting theattention of Contracting States to the desirability of using intheir own national regulations, as far as practicable, the preciselanguage of those ICAO Standards which are of a regulatorycharacter and also of indicating departures from the Standards,including any additional regulations that are important for thesafety or regularity of air navigation. Wherever possible, theprovisions of Part II of this Annex have been written in sucha way as would facilitate incorporation, without major textualchanges, into national legislation. The provisions of Parts IIIAand IIIB of this Annex, on the other hand, are applicable toaeroplanes through the medium of national codes morecomprehensive and detailed than the Standards, so that theCouncil Resolution of 13 April 1948 does not apply toParts IIIA and IIIB.

Information concerning the national codes establishingcompliance with the Annex. States are invited to notify theOrganization either of the establishment or of the selection ofthe comprehensive and detailed national codes mentioned in3.2.2 of Part II. States that establish such codes are invited toforward a copy of each with its successive amendments, andany appropriate interpretation document concerning them.States that select codes of other Contracting States to complywith 3.2.2 of Part II are invited to indicate the codes that theyintend to use.

Use of the guidance material in the Airworthiness Manual(Doc 9760). Contracting States are invited to note that thematerial in the Airworthiness Manual is intended to guidethem in the development of their detailed and comprehensivenational codes with a view to introducing uniformity in thosenational codes. The material has no mandatory status andContracting States are quite free to differ from it either indetail or in methods. States are also not required to notify any

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differences that may exist between their detailed nationalregulations and practices and the relevant material in theAirworthiness Manual.

Status of Annex components

An Annex is made up of the following component parts, notall of which, however, are necessarily found in every Annex;they have the status indicated.

1.— Material comprising the Annex proper

a) Standards and Recommended Practices adopted by theCouncil under the provisions of the Convention. Theyare defined as follows:

Standard: Any specification for physical character-istics, configuration, matériel, performance, personnelor procedure, the uniform application of which isrecognized as necessary for the safety or regularity ofinternational air navigation and to which ContractingStates will conform in accordance with the Convention;in the event of impossibility of compliance, notificationto the Council is compulsory under Article 38.

Recommended Practice: Any specification for physicalcharacteristics, configuration, matériel, performance,personnel or procedure, the uniform application ofwhich is recognized as desirable in the interest of safety,regularity or efficiency of international air navigation,and to which Contracting States will endeavour toconform in accordance with the Convention.

b) Appendices comprising material grouped separately forconvenience but forming part of the Standards andRecommended Practices adopted by the Council.

c) Definitions of terms used in the Standards and Rec-ommended Practices which are not self-explanatory inthat they do not have accepted dictionary meanings. Adefinition does not have an independent status but is anessential part of each Standard and RecommendedPractice in which the term is used, since a change in themeaning of the term would affect the specification.

d) Tables and Figures, which add to or illustrate a Standardor Recommended Practice and which are referred totherein, form part of the associated Standard or Rec-ommended Practice and have the same status.

2.— Material approved by the Council for publication inassociation with the Standards and Recommended Practices

a) Forewords comprising historical and explanatorymaterial based on the action of the Council and includ-ing an explanation of the obligations of States with

regard to the application of the Standards and Rec-ommended Practices ensuing from the Convention andthe Resolution of Adoption.

b) Introductions comprising explanatory material intro-duced at the beginning of parts, chapters or sections ofthe Annex to assist in the understanding of theapplication of the text.

c) Notes included in the text, where appropriate, to givefactual information or references bearing on the Stan-dards or Recommended Practices in question but notconstituting part of the Standards or RecommendedPractices.

d) Attachments comprising material supplementary to theStandards and Recommended Practices or included as aguide to their application.

Selection of language

This Annex has been adopted in six languages — English,Arabic, Chinese, French, Russian and Spanish. Each Con-tracting State is requested to select one of those texts for thepurpose of national implementation and for other effectsprovided for in the Convention, either through direct use orthrough translation into its own national language, and tonotify the Organization accordingly.

Editorial practice

The following practice has been adhered to in order to indicateat a glance the status of each statement: Standards have beenprinted in light face roman; Recommended Practices havebeen printed in light face italics, the status being indicated bythe prefix Recommendation; Notes have been printed in lightface italics, the status being indicated by the prefix Note.

The following editorial practice has been followed in thewriting of specifications: for Standards the operative verb“shall” is used, and for Recommended Practices the operativeverb “should” is used.

The units of measurement used in this document are inaccordance with the International System of Units (SI) asspecified in Annex 5. Where Annex 5 permits the use of non-SI alternative units, these are shown in parentheses followingthe basic units. Where two sets of units are quoted, it must notbe assumed that the pairs of values are equal andinterchangeable. It may, however, be inferred that anequivalent level of safety is achieved when either set of unitsis used exclusively.

Any reference to a portion of this document, which isidentified by a number and/or title, includes all subdivisions ofthat portion.

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Table A. Amendments to Annex 8

Amendment(s) Source(s) Subject(s)

AdoptedEffective

Applicable

1st Edition First and Second Sessions of the Airworthiness Division (1946 and 1947)

— 1 March 1949 1 August 1949 1 September 1949

1 to 63(2nd Edition)

Third and Fourth Sessions of the Airworthiness Division (1949 and 1951)

— 26 January 1950 1 January 1951 1 February 1951

64 to 83 Third and Fourth Sessions of the Airworthiness Division (1949 and 1951)

— 13 November 195115 April 1952 15 May 1952

84(3rd Edition)

Fourth Session of the Airworthiness Division (1951)

Incorporation of an alternative performance code as an attachment. 2 December 1952 1 May 1953 1 June 1953

85(4th Edition)

Third Air Navigation Conference (1956)

Revised text consistent with new policy on international airworthiness approved by the Council; Part III of Annex 8 limited to broad Standards stating objectives with more detailed examples of the level of airworthiness intended being included as “Acceptable Means of Compliance”.

13 June 1957 1 October 1957 1 December 1957

or13 June 1960depending on date of application for certification for the aeroplane

86(5th Edition)

Fourth Meeting of the Airworthiness Committee

Amendment of Standards for navigation lights and introduction of requirements for anti-collision lights.

13 December 1961 1 April 1962

13 December 1964

87 Proposal of the United States Committee on the Extension to the Standard Atmosphere

Redefinition of the standard atmosphere. 12 November 1963 1 April 1964

12 November 1966

88 Consequence of Amend-ment 2 to Annex 7

Revised definition of aircraft; revision of 2.2.3.2 b) of Part III to cater for 3-engined aeroplanes.

8 November 1967 8 March 1968

22 August 1968

89 Consequence of the adoption of Annex 16

Introduction of a reference to noise certification Standards in Annex 16 and Annex 6.

2 April 1971 2 August 1971 6 January 1972

90 Ninth Meeting of the Airworthiness Committee (1970)

Deletion of two Acceptable Means of Compliance for aeroplane performance from the 5th Edition.

10 December 197110 April 1972

7 December 1972

91(6th Edition)

Council action following Ninth Airworthiness Committee

New text consistent with revised policy on airworthiness; deletion of Acceptable Means of Compliance; guidance material henceforth to appear in the Airworthiness Technical Manual.

16 March 1973 30 July 1973 23 May 1974

92 Tenth Meeting of the Airworthiness Committee

Introduction of provisions relating to the transmission of continuing airworthiness information; addition of a note concerning lease, charter and interchange of aircraft.

3 April 1974 3 August 1974

27 February 1975

93 Study by the Air Navigation Commission

Revision of the provisions relating to exterior lights to align with new provisions in Annexes 2 and 6.

22 March 1982 22 July 1982 22 March 1985

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94(7th Edition)

Fourteenth Meeting of the Airworthiness Committee (1981)

Introduction of a new provision relating to information on faults, malfunctions, defects and other occurrences and to include SI units in conformity with Annex 5 provisions.

6 December 1982 6 April 1983

24 November 1983

95(8th Edition)

Proposal of States; Studies by the Council and Air Navigation Commission; Third Meeting of the HELIOPS Panel

Extension of the standard atmosphere; strengthened provisions relating to crash survival and fire protection; introduction of airworthiness provisions for helicopters.

22 March 1988 31 July 1988 22 March 1991

96 Third Meeting of the Continuing Airworthiness Panel (CAP/3)

Introduction of responsibilities of State of Design and definition thereof; revision of responsibilities of parties involved in transfer of information relating to continuing airworthiness; addition of new requirements concerning provision of maintenance information.

22 March 199425 July 199410 November 1994

97 Secretariat study, assistedby ISAD Study Group

Changes to design features; identification of a least-risk bomb location and addition of a new Chapter 11 containing security-related provisions.

12 March 199721 July 1997

6 November 1997;12 March 2000

98(9th Edition)

Fifth Meeting of the Continuing Airworthiness Panel (CAP/5); Air Navigation Commission studies

a) new definitions of Human Factors principles, human performance, maintenance, repair, Type Certificate;

b) restructuring of Part II into four chapters: Type Certificate, Production, Certificate of Airworthiness and Continuing Airworthiness;

c) revision of the provisions in Part II to allow the introduction of type certificate concept and production control;

d) restructuring of Part III into Part IIIA (same provisions as those contained in the current Part III of Annex 8, Eighth Edition, including Amendment 97, except for applicability clauses and cross-references) and Part IIIB (new);

e) revision of provisions (old Part III) in Part IIIB pertaining to performance, stability, control, and cargo compartment fire protection, and new provisions pertaining to cabin environment, electrical bonding, emergency landing, electromagnetic interference, ice protection and systems software;

f) the provision of translation into English for Certificates of Airworthiness; and

g) new provisions concerning Human Factors.

2 March 200116 July 2001

2 March 2004


AdoptedEffective

Applicable

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99 Air Navigation Commission studies

a) revision of the title of Part IIIA;

b) revision of applicability provisions to reflect the introduction of Recommended Practices in Annex 8 and to change the applicability of Parts IIIA and IIIB to make some provisions applicable only to large aeroplanes of a specific maximum certificated take-off mass and passenger seating capacity;

c) revision of design, construction and security provisions in Annex 8, Parts IIIA and IIIB with regard to aeroplanes of a maximum certificated take-off mass in excess of 45 500 kg or with a passenger seating capacity greater than 60 and for which an application for certification was submitted on or after 12 March 2000 and 2 March 2004, respectively, and introduction of Recommended Practices for aircraft of a maximum certificated take-off mass between 5 700 kg and 45 500 kg.

d) introduction of Recommended Practices regarding security provisions for application to aeroplanes engaged in domestic commercial operations;

e) introduction of security provisions for all aeroplanes which are required by Annex 6 to have an approved flight crew compartment door providing additional protection to also require additional protection of the bulkheads, floors and ceilings; and

f) addition of provisions in Part IIIB for operating information and procedures to require the identification of a least-risk bomb location.

20 May 200313 October 200320 May 2006


AdoptedEffective

Applicable

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INTERNATIONAL STANDARDSAND RECOMMENDED PRACTICES

PART I. DEFINITIONS

When the following terms are used in the Standards for theAirworthiness of Aircraft, they have the following meanings:

Aeroplane. A power-driven heavier-than-air aircraft, derivingits lift in flight chiefly from aerodynamic reactions onsurfaces which remain fixed under given conditions offlight.

Aircraft. Any machine that can derive support in theatmosphere from the reactions of the air other than thereactions of the air against the earth’s surface.

Anticipated operating conditions. Those conditions which areknown from experience or which can be reasonablyenvisaged to occur during the operational life of the aircrafttaking into account the operations for which the aircraft ismade eligible, the conditions so considered being relativeto the meteorological state of the atmosphere, to theconfiguration of terrain, to the functioning of the aircraft, tothe efficiency of personnel and to all the factors affectingsafety in flight. Anticipated operating conditions do notinclude:

a) those extremes which can be effectively avoided bymeans of operating procedures; and

b) those extremes which occur so infrequently that torequire the Standards to be met in such extremes wouldgive a higher level of airworthiness than experience hasshown to be necessary and practical.

Appropriate airworthiness requirements. The comprehensiveand detailed airworthiness codes established, adopted oraccepted by a Contracting State for the class of aircraft,engine or propeller under consideration (see 3.2.2 of Part IIof this Annex).

Approved. Accepted by a Contracting State as suitable for aparticular purpose.

Configuration (as applied to the aeroplane). A particularcombination of the positions of the moveable elements,such as wing flaps and landing gear, etc., that affect theaerodynamic characteristics of the aeroplane.

Critical power-unit(s). The power-unit(s) failure of whichgives the most adverse effect on the aircraft characteristicsrelative to the case under consideration.

Design landing mass. The maximum mass of the aircraft atwhich, for structural design purposes, it is assumed that itwill be planned to land.

Design take-off mass. The maximum mass at which theaircraft, for structural design purposes, is assumed to beplanned to be at the start of the take-off run.

Design taxiing mass. The maximum mass of the aircraft atwhich structural provision is made for load liable to occurduring use of the aircraft on the ground prior to the start oftake-off.

Factor of safety. A design factor used to provide for thepossibility of loads greater than those assumed, and foruncertainties in design and fabrication.

Final approach and take-off area (FATO). A defined areaover which the final phase of the approach manoeuvre tohover or landing is completed and from which the take-offmanoeuvre is commenced. Where the FATO is to be usedby performance Class 1 helicopters, the defined areaincludes the rejected take-off area available.

Helicopter. A heavier-than-air aircraft supported in flightchiefly by the reactions of the air on one or more power-driven rotors on substantially vertical axes.

Human Factors principles. Principles which apply to aero-nautical design, certification, training, operations and main-tenance and which seek safe interface between the humanand other system components by proper consideration tohuman performance.

Human performance. Human capabilities and limitationswhich have an impact on the safety and efficiency ofaeronautical operations.

Landing surface. That part of the surface of an aerodromewhich the aerodrome authority has declared available forthe normal ground or water run of aircraft landing in aparticular direction.

Limit loads. The maximum loads assumed to occur in theanticipated operating conditions.

Load factor. The ratio of a specified load to the weight of theaircraft, the former being expressed in terms ofaerodynamic forces, inertia forces, or ground reactions.

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Annex 8 — Airworthiness of Aircraft Part I


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Maintenance. The performance of tasks required to ensure thecontinuing airworthiness of an aircraft, including any one orcombination of overhaul, inspection, replacement, defectrectification, and the embodiment of a modification orrepair.

Performance Class 1 helicopter. A helicopter with perform-ance such that, in case of engine failure, it is able to landon the rejected take-off area or safely continue the flight toan appropriate landing area.

Performance Class 2 helicopter. A helicopter with perform-ance such that, in case of engine failure, it is able to safelycontinue the flight, except when the failure occurs prior toa defined point after take-off or after a defined point beforelanding, in which cases a forced landing may be required.

Performance Class 3 helicopter. A helicopter with perform-ance such that, in case of engine failure at any point in theflight profile, a forced landing must be performed.

Power-unit. A system of one or more engines and ancillaryparts which are together necessary to provide thrust, inde-pendently of the continued operation of any other power-unit(s), but not including short period thrust-producingdevices.

Pressure-altitude. An atmospheric pressure expressed in termsof altitude which corresponds to that pressure in theStandard Atmosphere.

Rendering (a Certificate of Airworthiness) valid. The actiontaken by a Contracting State, as an alternative to issuing itsown Certificate of Airworthiness, in accepting a Certificateof Airworthiness issued by any other Contracting State asthe equivalent of its own Certificate of Airworthiness.

Repair. The restoration of an aeronautical product to anairworthy condition to ensure that the aircraft continues tocomply with the design aspects of the appropriate air-worthiness requirements used for the issuance of the TypeCertificate for the respective aircraft type, after it has beendamaged or subjected to wear.

Standard atmosphere. An atmosphere defined as follows:

a) the air is a perfect dry gas;

b) the physical constants are:

— Sea level mean molar mass:M0 = 28.964420 × 10–3 kg mol–1

— Sea level atmospheric pressure:P0 = 1013.250 hPa

— Sea level temperature:t0 = 15°CT0 = 288.15 K

— Sea level atmospheric density:ρ0 = 1.2250 kg m–3

— Temperature of the ice point:Ti = 273.15 K

— Universal gas constant:R* = 8.31432 JK–1mol–1

c) the temperature gradients are:

Note 1.— The standard geopotential metre has the value9.80665 m2 s–2.

Note 2.— See Doc 7488 for the relationship between thevariables and for tables giving the corresponding values oftemperature, pressure, density and geopotential.

Note 3.— Doc 7488 also gives the specific weight, dynamicviscosity, kinematic viscosity and speed of sound at variousaltitudes.

State of Design. The State having jurisdiction over theorganization responsible for the type design.

State of Manufacture. The State having jurisdiction over theorganization responsible for the final assembly of theaircraft.

State of Registry. The State on whose register the aircraft isentered.

Note.— In the case of the registration of aircraft of aninternational operating agency on other than a national basis,the States constituting the agency are jointly and severallybound to assume the obligations which, under the ChicagoConvention, attach to a State of Registry. See, in this regard,the Council Resolution of 14 December 1967 on Nationalityand Registration of Aircraft Operated by International Oper-ating Agencies which can be found in Policy and GuidanceMaterial on the Economic Regulation of International AirTransport (Doc 9587).

Take-off surface. That part of the surface of an aerodromewhich the aerodrome authority has declared available forthe normal ground or water run of aircraft taking off in aparticular direction.

Geopotential altitude(km) Temperature gradient

From To(Kelvin per standard

geopotential kilometre)

–5.0 11.0 –6.511.0 20.0 0.020.0 32.0 +1.032.0 47.0 +2.847.0 51.0 0.051.0 71.0 –2.871.0 80.0 –2.0

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Part I Annex 8 — Airworthiness of Aircraft


Type Certificate. A document issued by a Contracting State todefine the design of an aircraft type and to certify that thisdesign meets the appropriate airworthiness requirements ofthat State.

Ultimate load. The limit load multiplied by the appropriatefactor of safety.

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PART II. PROCEDURES FOR CERTIFICATION AND CONTINUING AIRWORTHINESS

Note.— Although the Convention on International Civil Aviation allocates to the State of Registry certain functions which thatState is entitled to discharge, or obligated to discharge, as the case may be, the Assembly recognized, in Resolution A23-13, thatthe State of Registry may be unable to fulfil its responsibilities adequately in instances where aircraft are leased, chartered orinterchanged — in particular without crew — by an operator of another State and that the Convention may not adequately specifythe rights and obligations of the State of an Operator in such instances until such time as Article 83 bis of the Convention entersinto force. Accordingly, the Council urged that if, in the abovementioned instances, the State of Registry finds itself unable todischarge adequately the functions allocated to it by the Convention, it delegate to the State of the Operator, subject to acceptanceby the latter State, those functions of the State of Registry that can more adequately be discharged by the State of the Operator. Itwas understood that pending entry into force of Article 83 bis of the Convention, the foregoing action would only be a matter ofpractical convenience and would not affect either the provisions of the Chicago Convention prescribing the duties of the State ofRegistry or any third State. However, as Article 83 bis entered into force on 20 June 1997, such transfer agreements will have effectin respect of those Contracting States which have ratified the related Protocol (Doc 9318) upon fulfilment of the conditionsestablished in Article 83 bis.

CHAPTER 1. TYPE CERTIFICATION

1.1 Applicability

The Standards of this chapter shall be applicable to all aircraftof types for which the application for certification was sub-mitted to a Contracting State on or after 13 June 1960, exceptthat the provisions of 1.4 of this part shall only be applicableto an aircraft type for which an application for a TypeCertificate is submitted to the State of Design on or after2 March 2004.

Note.— Normally, a request for a type certificate issubmitted by the aircraft manufacturer when the aircraft isintended for serial production.

1.2 Design aspects of the appropriateairworthiness requirements

1.2.1 The design aspects of the appropriate airworthinessrequirements, used by a Contracting State for type certificationin respect of a class of aircraft or for any change to such typecertification, shall be such that compliance with them willensure compliance with the Standards of Part II of this Annexand, where applicable, with the Standards of Parts IIIA, IIIBand IV of this Annex.

1.2.2 The design shall not have any features or character-istics that render it unsafe under the anticipated operatingconditions.

1.2.3 Where the design features of a particular aircraftrender any of the design aspects of the appropriate airworthinessrequirements or the Standards in Parts IIIA, IIIB or IV inappro-priate, the Contracting State shall apply appropriate require-ments that will give at least an equivalent level of safety.

1.2.4 Where the design features of a particular aircraftrender any of the design aspects of the appropriate airworthinessrequirements or the Standards in Parts IIIA, IIIB or IV inad-equate, additional technical requirements that are considered bythe Contracting State to give at least an equivalent level of safetyshall be applied.

Note.— An Airworthiness Manual (Doc 9760) containingguidance material has been published by ICAO.

1.3 Proof of compliancewith the design aspects of the

appropriate airworthiness requirements

1.3.1 There shall be an approved design consisting ofsuch drawings, specifications, reports and documentary evi-dence as are necessary to define the design of the aircraft andto show compliance with the design aspects of the appropriateairworthiness requirements.

Note.— The approval of the design is facilitated, in someStates, by approving the design organization.

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Annex 8 — Airworthiness of Aircraft Part II


1.3.2 The aircraft shall be subjected to such inspectionsand ground and flight tests as are deemed necessary by theState to show compliance with the design aspects of theappropriate airworthiness requirements.

1.3.3 In addition to determining compliance with thedesign aspects of the appropriate airworthiness requirementsfor an aircraft, Contracting States shall take whatever othersteps they deem necessary to ensure that the design approvalis withheld if the aircraft is known or suspected to havedangerous features not specifically guarded against by thoserequirements.

1.3.4 A Contracting State issuing an approval for thedesign of a modification, of a repair or of a replacement partshall do so on the basis of satisfactory evidence that theaircraft continues to comply with the design aspects of theappropriate airworthiness requirements used for the typecertification of that aircraft type or amended Type Certificate.

Note.— The approval of the design of a modification to anaircraft is signified, in some States, by the issuance of asupplemental Type Certificate or amended Type Certificate.

1.4 Type Certificate

1.4.1 The State of Design, upon receipt of satisfactoryevidence that the aircraft type is in compliance with the designaspects of the appropriate airworthiness requirements, shallissue a Type Certificate to define the design and to signifyapproval of the design of the aircraft type.

1.4.2 When a Contracting State, other than the State ofDesign, issues a Type Certificate for an aircraft type, it shall doso on the basis of satisfactory evidence that the aircraft type isin compliance with the design aspects of the appropriateairworthiness requirements.

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ANNEX 8 II-2-1 2/3/04

CHAPTER 2. PRODUCTION

2.1 Applicability

The Standards of this chapter are applicable to all aircraft.

2.2 Production

2.2.1 Aircraft production

The State of Manufacture shall ensure that each aircraft,including parts manufactured by sub-contractors, conforms tothe approved design.

2.2.2 Parts production

The Contracting State taking responsibility for the productionof parts manufactured under the design approval referred to

in 1.3.4 of Part II shall ensure that the parts conform to theapproved design.

2.2.3 Production control

When approving production of aircraft or aircraft parts, aContracting State shall ensure that it is performed in acontrolled manner including the use of a quality system so thatconstruction and assembly are satisfactory.

Note.— The oversight of production is facilitated, in someStates, by approving the production organization.

2.2.4 Traceability

Records shall be maintained such that the identification of theaircraft and of the parts with their approved design andproduction can be established.



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CHAPTER 3. CERTIFICATE OF AIRWORTHINESS

Note.— The Certificate of Airworthiness as used in theseStandards is the Certificate of Airworthiness referred to inArticle 31 of the Convention.

3.1 Applicability

The Standards of this chapter are applicable in respect of allaircraft, except 3.3 and 3.4 which are not applicable in respectof all aircraft that are of a type of which the prototype wassubmitted to appropriate national authorities for certificationbefore 13 June 1960.

3.2 Issuance and renewal of aCertificate of Airworthiness

3.2.1 A Certificate of Airworthiness shall be issued by aContracting State on the basis of satisfactory evidence that theaircraft complies with the design aspects of the appropriateairworthiness requirements.

3.2.2 A Contracting State shall not issue or render valid aCertificate of Airworthiness for which it intends to claimrecognition pursuant to Article 33 of the Convention onInternational Civil Aviation unless it has satisfactory evidencethat the aircraft complies with the applicable Standards of thisAnnex through compliance with appropriate airworthinessrequirements.

3.2.3 A Certificate of Airworthiness shall be renewed orshall remain valid, subject to the laws of the State of Registry,provided that the State of Registry shall require that thecontinuing airworthiness of the aircraft shall be determined bya periodical inspection at appropriate intervals having regard tolapse of time and type of service or, alternatively, by means ofa system of inspection, approved by the State, that willproduce at least an equivalent result.

3.2.4 When an aircraft possessing a valid Certificate ofAirworthiness issued by a Contracting State is entered on theregister of another Contracting State, the new State of Registry,when issuing another Certificate of Airworthiness or renderingthe original certificate valid, may consider prior issuance of theCertificate of Airworthiness by a Contracting State assatisfactory evidence, in whole or in part, that the aircraft isairworthy and in compliance with the appropriate airworthi-ness requirements. The validity of the authorization shall notextend beyond the period of validity of the Certificate ofAirworthiness.

Note.— This applies both when the aircraft is registered forthe first time and when the aircraft changes its nationality.

3.3 Standard form ofCertificate of Airworthiness

3.3.1 The Certificate of Airworthiness shall contain theinformation shown in Figure 1 and shall be generally similarto it.

3.3.2 When Certificates of Airworthiness are issued in alanguage other than English, they shall include an Englishtranslation.

Note.— Article 29 of the Convention on International CivilAviation requires that the Certificate of Airworthiness becarried on board every aircraft engaged in international airnavigation.

3.4 Aircraft limitationsand information

Each aircraft shall be provided with a flight manual, placards,or other documents stating the approved limitations withinwhich the aircraft is considered airworthy as defined by theappropriate airworthiness requirements, and additional instruc-tions and information necessary for the safe operation of theaircraft.

3.5 Temporary loss of airworthiness

Any failure to maintain an aircraft in an airworthy condition asdefined by the appropriate airworthiness requirements shallrender the aircraft ineligible for operation until the aircraft isrestored to an airworthy condition.

3.6 Damage to aircraft

3.6.1 When an aircraft has sustained damage, the State ofRegistry shall judge whether the damage is of a nature suchthat the aircraft is no longer airworthy as defined by theappropriate airworthiness requirements.

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3.6.2 If the damage is sustained or ascertained when theaircraft is in the territory of another Contracting State, theauthorities of the other Contracting State shall be entitled toprevent the aircraft from resuming its flight on the conditionthat they shall advise the State of Registry immediately,communicating to it all details necessary to formulate thejudgement referred to in 3.6.1.

3.6.3 When the State of Registry considers that thedamage sustained is of a nature such that the aircraft is nolonger airworthy, it shall prohibit the aircraft from resuming

flight until it is restored to an airworthy condition; the State ofRegistry may, however, in exceptional circumstances, pre-scribe particular limiting conditions to permit the aircraft to flywithout fare-paying passengers to an aerodrome at which itwill be restored to an airworthy condition, and the ContractingState that had originally, in accordance with 3.6.2, preventedthe aircraft from resuming flights shall permit such flight.

3.6.4 When the State of Registry considers that thedamage sustained is of a nature such that the aircraft is stillairworthy, the aircraft shall be allowed to resume its flight.

* For use of the State of Registry.

** Manufacturer’s designation of aircraft should contain the aircraft type and model.

*** This space shall be used either for periodic endorsement (giving date of expiry) or for a statement that the aircraft is beingmaintained under a system of continuous inspection.

Figure 1

* State of RegistryIssuing Authority

CERTIFICATE OF AIRWORTHINESS

*

1. Nationality and registration marks

. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2. Manufacturer and manufacturer’s designation of aircraft**

. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3. Aircraft serial number

. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4. Categories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5. This Certificate of Airworthiness is issued pursuant to the Convention on International Civil Aviation dated 7 December1944 and †........................................ in respect of the abovementioned aircraft which is considered to be airworthy whenmaintained and operated in accordance with the foregoing and the pertinent operating limitations.

Date of issue . . . . . . . . . . . . . . . . . . . . . Signature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

† Insert reference to appropriate Airworthiness Code.

6. ***

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CHAPTER 4. CONTINUING AIRWORTHINESS OF AIRCRAFT

4.1 Applicability

The Standards of this chapter are applicable to all aircraft.

4.2 Determination of continuingairworthiness

4.2.1 The State of Registry shall develop or adoptrequirements to ensure the continued airworthiness of theaircraft during its service life, including requirements to ensurethat the aircraft:

a) continues to comply with the appropriate airworthinessrequirements after a modification, a repair or the instal-lation of a replacement part; and

b) is maintained in an airworthy condition and in com-pliance with the maintenance requirements of Annex 6and, where applicable, Parts IIIA, IIIB and IV of thisAnnex.

4.2.2 The continuing airworthiness of an aircraft shall bedetermined by the State of Registry in relation to the appro-priate airworthiness requirements in force for that aircraft.

Note.— Guidance on continuing airworthiness require-ments is contained in Volume II, Part B, of the AirworthinessManual (Doc 9760).

4.3 Information related to continuingairworthiness of aircraft

4.3.1 When a Contracting State first enters on its registeran aircraft of a particular type for which it is not the State ofDesign and issues or validates a Certificate of Airworthiness inaccordance with 3.2.2 of this part, it shall advise the State ofDesign that it has entered such an aircraft on its register.

4.3.2 The State of Design of an aircraft shall transmit anygenerally applicable information which it has found necessaryfor the continuing airworthiness of the aircraft and for the safeoperation of the aircraft (hereinafter called mandatory con-tinuing airworthiness information) as follows:

a) to every Contracting State which has in accordance with4.3.1 advised the State of Design that it has entered theaircraft on its register; and

b) to any other Contracting State upon request.

Note 1.— In 4.3, the term “mandatory continuingairworthiness information” is intended to include mandatoryrequirements for modification, replacement of parts orinspection of aircraft and amendment of operating limitationsand procedures. Among such information is that issued byContracting States in the form of airworthiness directives.

Note 2.— Circular 95, The Continuing Airworthiness ofAircraft in Service, provides the necessary information toassist Contracting States in establishing contact withcompetent authorities of other Contracting States, for thepurpose of maintaining continuing airworthiness of aircraft inservice.

4.3.3 The State of Registry shall, upon receipt ofmandatory continuing airworthiness information from theState of Design, adopt the mandatory information directly orassess the information received and take appropriate action.

4.3.4 Any Contracting State that has entered on itsregister an aircraft in respect of which that Contracting Stateis not the State of Design and for which it has issued orvalidated a Certificate of Airworthiness in accordance with 3.2of this part shall ensure the transmission to the State of Designof all mandatory continuing airworthiness information whichit, as the State of Registry, originated in respect of that aircraft.

4.3.5 The State of Registry shall ensure that in respect ofaeroplanes of over 5 700 kg and helicopters over 3 180 kgmaximum certificated take-off mass, there exists a systemwhereby information on faults, malfunctions, defects and otheroccurrences that cause or might cause adverse effects on thecontinuing airworthiness of the aircraft is transmitted to theorganization responsible for the type design of that aircraft.

Note.— Guidance on interpretation of “the organizationresponsible for the type design” is contained in Volume II,Part A, of the Airworthiness Manual (Doc 9760).

4.3.6 The State of Design shall ensure that in respect ofaeroplanes over 5 700 kg and helicopters over 3 180 kgmaximum certificated take-off mass, there exists a system for:

a) receiving information submitted in accordance with4.3.5;

b) deciding if and when airworthiness action is needed;

c) developing the necessary airworthiness actions; and

ANNEX 8 II-4-1 2/3/04





d) promulgating the information on those actions includingthat required in 4.3.2.

4.3.7 The State of Design shall ensure that in respect ofaeroplanes over 5 700 kg maximum certificated take-off mass,there exists a continuing structural integrity programme toensure the airworthiness of the aeroplane. The programmeshall include specific information concerning corrosionprevention and control.

4.3.8 Each Contracting State shall establish, in respect ofaeroplanes over 5 700 kg and helicopters over 3 180 kg maxi-

mum certificated take-off mass, the type of service informationthat is to be reported to its airworthiness authority by oper-ators, organizations responsible for type design and mainten-ance organizations. Procedures for reporting this informationshall also be established.

4.3.9 Where the State of Manufacture of an aircraft isother than the State of Design, there shall be an agreementacceptable to both States to ensure that the manufacturingorganization cooperates with the organization responsible forthe type design in assessing information received on experi-ence with operating the aircraft.

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PART III. LARGE AEROPLANES

PART IIIA. AEROPLANES OVER 5 700 KG FOR WHICH APPLICATION FOR CERTIFICATION WAS SUBMITTED ON OR AFTER 13 JUNE 1960

BUT BEFORE 2 MARCH 2004

Note.— The provisions of Part IIIA are the same as those contained in Part III of Annex 8, Eighth Edition (includingAmendment 97), except for modified applicability clauses and cross-references.

CHAPTER 1. GENERAL

1.1 Applicability

1.1.1 The Standards of Part IIIA, except for thosespecified in 8.4, are applicable in respect of all aeroplanesdesignated in 1.1.3 that are of types of which the prototypeis submitted to the appropriate national authorities for certifi-cation on or after 13 June 1960, but before 2 March 2004.

1.1.2 The Standards specified in 8.4 of Part IIIA areapplicable in respect of all aeroplanes designated in 1.1.3 thatare of types of which the prototype is submitted to theappropriate national authorities for certification on or after22 March 1985, but before 2 March 2004.

1.1.3 Except for those Standards and RecommendedPractices which specify a different applicability, the Standardsand Recommended Practices of Part IIIA shall apply toaeroplanes of over 5 700 kg maximum certificated take-offmass intended for the carriage of passengers or cargo or mailin international air navigation.

Note.— The following Standards do not include quantitativespecifications comparable to those found in national air-worthiness codes. In accordance with 3.2.2 of Part II, they areto be supplemented by national requirements prepared byContracting States.

1.1.4 The level of airworthiness defined by the appropri-ate parts of the comprehensive and detailed national codereferred to in 3.2.2 of Part II for the aeroplanes designated in1.1.3 shall be at least substantially equivalent to the overalllevel intended by the broad Standards of Part IIIA.

1.1.5 Unless otherwise stated, the Standards apply to thecomplete aeroplane including power-units, systems andequipment.

1.2 Number of power-units

The aeroplane shall have not less than two power-units.

1.3 Operating limitations

1.3.1 Limiting conditions shall be established for theaeroplane, its power-units and its equipment (see 9.2).Compliance with the Standards of Part IIIA shall beestablished assuming that the aeroplane is operated within thelimitations specified. The limitations shall be sufficientlyremoved from any condition(s) prejudicial to the safety of theaeroplane to render the likelihood of accidents arisingtherefrom extremely remote.

1.3.2 Limiting ranges of mass, centre of gravity location,load distribution, speeds, and altitude or pressure-altitude shallbe established within which compliance with all the pertinentStandards in Part IIIA is shown, except that combinations ofconditions which are fundamentally impossible to achieveneed not be considered.

Note 1.— The maximum operating mass and centre ofgravity limits may vary, for example, with each altitude andwith each separate operating condition, e.g. take-off, en route,landing.

Note 2.— The following items, for instance, may beconsidered as basic aeroplane limitations:

— maximum certificated take-off mass

— maximum certificated taxiing mass

— maximum certificated landing mass

— maximum certificated zero fuel mass

— most forward and rearward centre of gravity positions invarious configurations (take-off, en route, landing).

Note 3.— Maximum operating mass may be limited by theapplication of Noise Certification Standards (see Annex 16,Vol. I, and Annex 6, Parts I and II).

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No. 99



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Annex 8 — Airworthiness of Aircraft Part IIIA


1.4 Unsafe features and characteristics

The aeroplane shall not possess any feature or characteristic thatrenders it unsafe under the anticipated operating conditions.

1.5 Proof of compliance

1.5.1 Compliance with the appropriate airworthinessrequirements shall be based on evidence either from tests,

calculations, or calculations based on tests, provided that ineach case the accuracy achieved will ensure a level ofairworthiness equal to that which would be achieved weredirect tests conducted.

1.5.2 The tests of 1.5.1 shall be such as to providereasonable assurance that the aeroplane, its components andequipment are reliable and function correctly under theanticipated operating conditions.

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CHAPTER 2. FLIGHT

2.1 General

2.1.1 Compliance with the Standards prescribed inChapter 2 shall be established by flight or other testsconducted upon an aeroplane or aeroplanes of the type forwhich a Certificate of Airworthiness is sought, or by calcu-lations based on such tests, provided that the results obtainedby calculations are equal in accuracy to, or conservativelyrepresent, the results of direct testing.

2.1.2 Compliance with each Standard shall be establishedfor all applicable combinations of aeroplane mass and centreof gravity position, within the range of loading conditions forwhich certification is sought.

2.1.3 Where necessary, appropriate aeroplane configur-ations shall be established for the determination of perform-ance in the various stages of flight and for the investigation ofthe aeroplane’s flying qualities.

2.2 Performance

2.2.1 General

2.2.1.1 Sufficient data on the performance of the aero-plane shall be determined and scheduled in the aeroplane flightmanual to provide operators with the necessary information forthe purpose of determining the total mass of the aeroplane onthe basis of the values, peculiar to the proposed flight, of therelevant operational parameters, in order that the flight maybe made with reasonable assurance that a safe minimumperformance for that flight will be achieved.

2.2.1.2 The performance scheduled for the aeroplane shalltake into consideration human performance and in particularshall not require exceptional skill or alertness on the part of theflight crew.

Note.— Guidance material on human performance can befound in the Human Factors Training Manual (Doc 9683).

2.2.1.3 The scheduled performance of the aeroplane shallbe consistent with compliance with 1.3.1 and with the oper-ation in logical combinations of those of the aeroplane’ssystems and equipment, the operation of which may affectperformance.

2.2.2 Minimum performance

At the maximum mass scheduled (see 2.2.3) for take-off andfor landing as functions of the aerodrome elevation orpressure-altitude either in the standard atmosphere or inspecified still air atmospheric conditions, and, for seaplanes, inspecified conditions of smooth water, the aeroplane shall becapable of accomplishing the minimum performances speci-fied in 2.2.2.1 and 2.2.2.2, respectively, not consideringobstacles, or runway or water run length.

Note.— This Standard permits the maximum take-off massand maximum landing mass to be scheduled in the aeroplaneflight manual against, for example:

— aerodrome elevation, or

— pressure-altitude at aerodrome level, or

— pressure-altitude and atmospheric temperature at aero-drome level,

so as to be readily usable when applying the national code onaeroplane performance operating limitations.

2.2.2.1 Take-off

a) The aeroplane shall be capable of taking off assuming thecritical power-unit to fail (see 2.2.3), the remainingpower-units being operated within their take-off powerlimitations.

b) After the end of the period during which the take-off powermay be used, the aeroplane shall be capable of continuingto climb, with the critical power-unit inoperative and theremaining power-units operated within their maximumcontinuous power limitations, up to a height that it canmaintain and at which it can carry out a circuit of theaerodrome.

c) The minimum performance at all stages of take-off andclimb shall be sufficient to ensure that under conditions ofoperation departing slightly from the idealized conditionsfor which data are scheduled (2.2.3), the departure from thescheduled values is not disproportionate.

2.2.2.2 Landing

a) Starting from the approach configuration and with thecritical power-unit inoperative, the aeroplane shall be

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capable, in the event of a missed approach, of continuingthe flight to a point from which a fresh approach can bemade.

b) Starting from the landing configuration, the aeroplaneshall be capable, in the event of a balked landing, ofmaking a climb-out, with all power-units operating.

2.2.3 Scheduling of performance

Performance data shall be determined and scheduled in theaeroplane flight manual so that their application by means ofthe operating rules to which the aeroplane is to be operated inaccordance with 5.2 of Annex 6, Part I, will provide a saferelationship between the performance of the aeroplane and theaerodromes and routes on which it is capable of beingoperated. Performance data shall be determined and scheduledfor the following stages for the ranges of mass, altitude orpressure-altitude, wind velocity, gradient of the take-off andlanding surface for landplanes; water surface conditions,density of water and strength of current for seaplanes; and forany other operational variables for which the aeroplane is to becertificated.

2.2.3.1 Take-off. The take-off performance data shallinclude the accelerate-stop distance and the take-off path.

2.2.3.1.1 Accelerate-stop distance. The accelerate-stopdistance shall be the distance required to accelerate and stop,or, for a seaplane to accelerate and come to a satisfactorily lowspeed, assuming the critical power-unit to fail suddenly at apoint not nearer to the start of the take-off than that assumedwhen determining the take-off path (see 2.2.3.1.2).

2.2.3.1.2 Take-off path. The take-off path shall comprisethe ground or water run, initial climb and climb-out, assuming the critical power-unit to fail suddenlyduring the take-off (see 2.2.3.1.1). The take-off path shallbe scheduled up to a height that the aeroplane canmaintain and at which it can carry out a circuit of theaerodrome. The climb-out shall be made at a speed not lessthan the take-off safety speed as determined in accordancewith 2.3.1.3.

2.2.3.2 En route. The en-route climb performance shallbe the climb (or descent) performance with the aeroplane inthe en-route configuration with:

a) the critical power-unit inoperative; and

b) the two critical power-units inoperative in the case ofaeroplanes having three or more power-units.

The operating engines shall not exceed maximum continuouspower.

2.2.3.3 Landing. The landing distance shall be thehorizontal distance traversed by the aeroplane from a

point on the approach flight path at a selected height abovethe landing surface to the point on the landing surface atwhich the aeroplane comes to a complete stop or, for aseaplane, comes to a satisfactorily low speed. The selectedheight above the landing surface and the approach speedshall be appropriately related to operating practices. Thisdistance may be supplemented by such distance margin asmay be necessary; if so, the selected height above thelanding surface, the approach speed and the distancemargin shall be appropriately interrelated and shall makeprovision for both normal operating practices and reasonablevariations therefrom.

Note.— If the landing distance includes the distance marginspecified in this Standard, it is not necessary to allow for theexpected variations in the approach and landing techniques inapplying 5.2.11 of Annex 6, Part I.

2.3 Flying qualities

The aeroplane shall comply with the Standards of 2.3 at allaltitudes up to the maximum anticipated altitude relevant to theparticular requirement in all temperature conditions relevant tothe altitude in question and for which the aeroplane isapproved.

2.3.1 Controllability

The aeroplane shall be controllable and manoeuvrable underall anticipated operating conditions, and it shall be possible tomake smooth transitions from one flight condition to another(e.g. turns, sideslips, changes of engine power, changes ofaeroplane configurations) without requiring exceptional skill,alertness, or strength on the part of the pilot even in the eventof failure of any power-unit. A technique for safely controllingthe aeroplane shall be established for all stages of flight andaeroplane configurations for which performance is scheduled.

Note.— This Standard is intended, among other things, torelate to operation in conditions of no appreciable atmos-pheric turbulence and also to ensure that there is no unduedeterioration of the flying qualities in turbulent air.

2.3.1.1 Controllability on the ground (or water). Theaeroplane shall be controllable on the ground (or on the water)during taxiing, take-off and landing under the anticipatedoperating conditions.

2.3.1.2 Controllability during take-off. The aeroplaneshall be controllable in the event of sudden failure of thecritical power-unit at any point in the take-off, when the aero-plane is handled in the manner associated with the schedulingof take-off paths and accelerate-stop distances.

2.3.1.3 Take-off safety speed. The take-off safetyspeeds assumed when the performance of the aeroplane

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Chapter 2 Annex 8 — Airworthiness of Aircraft


(after leaving the ground or water) during the take-off isdetermined shall provide an adequate margin above thestall and above the minimum speed at which the aeroplaneremains controllable after sudden failure of the criticalpower-unit.

2.3.2 Trim

The aeroplane shall have such trim and other characteristics asto ensure that the demands made on the pilot’s attention andability to maintain a desired flight condition are not excessivewhen account is taken of the stage of flight at which thesedemands occur and their duration. This shall apply both innormal operation and in the conditions associated with thefailure of one or more power-units for which performancecharacteristics are established.

2.3.3 Stability

The aeroplane shall have such stability in relation to its otherflight characteristics, performance, structural strength, andmost probable operating conditions (e.g. aeroplane configur-ations and speed ranges) as to ensure that demands made onthe pilot’s powers of concentration are not excessive when thestage of the flight at which these demands occur and theirduration are taken into account. The stability of the aeroplaneshall not, however, be such that excessive demands aremade on the pilot’s strength or that the safety of the aeroplaneis prejudiced by lack of manoeuvrability in emergencyconditions.

2.3.4 Stalling

2.3.4.1 Stall warning. When the aeroplane is made toapproach a stall both in straight and turning flight with allpower-units operating and with one power-unit inoperative, a

clear and distinctive stall warning shall be apparent to thepilot with the aeroplane in all permissible configurations andpowers, except those which are not considered to be essentialfor safe flying. The stall warning and other characteristics ofthe aeroplane shall be such as to enable the pilot to arrest thedevelopment of the stall after the warning begins and, withoutaltering the engine power, to maintain full control of theaeroplane.

2.3.4.2 Behaviour following a stall. In any configurationand power in which it is considered that the ability to recoverfrom a stall is essential, the behaviour of the aeroplanefollowing a stall shall not be so extreme as to make difficult aprompt recovery without exceeding the airspeed or strengthlimitations of the aeroplane. It shall be acceptable to throttleback the operating power-units during recovery from the stall.

2.3.4.3 Stalling speeds. The stalling speeds or minimumsteady flight speeds in configurations appropriate for eachstage of flight (e.g. take-off, en route, landing) shall beestablished. One of the values of the power used inestablishing the stalling speeds shall be not more than thatnecessary to give zero thrust at a speed just above the stall.

2.3.5 Flutter and vibration

It shall be demonstrated by suitable tests that all parts of theaeroplane are free from flutter and excessive vibration in allaeroplane configurations under all speed conditions within theoperating limitations of the aeroplane (see 1.3.2). There shallbe no buffeting severe enough to interfere with control of theaeroplane, to cause structural damage or to cause excessivefatigue to the flight crew.

Note.— Buffeting as a stall warning is considereddesirable and discouragement of this type of buffeting is notintended.

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CHAPTER 3. STRUCTURES

3.1 General

The Standards of Chapter 3 apply to the aeroplane structureconsisting of all portions of the aeroplane, the failure of whichwould seriously endanger the aeroplane.

3.1.1 Mass and mass distribution

Unless otherwise stated, all structural Standards shall becomplied with when the mass is varied over the applicablerange and is distributed in the most adverse manner, within theoperating limitations on the basis of which certification issought.

3.1.2 Limit loads

Except as might be otherwise qualified, the external loads andthe corresponding inertia loads, or resisting loads obtained forthe various loading conditions prescribed in 3.3, 3.4 and 3.5shall be considered as limit loads.

3.1.3 Strength and deformation

In the various loading conditions prescribed in 3.3, 3.4 and 3.5,no part of the aeroplane structure shall sustain detrimentaldeformation at any load up to and including the limit load, andthe aeroplane structure shall be capable of supporting theultimate load.

3.2 Airspeeds

3.2.1 Design airspeeds

Design airspeeds shall be established for which the aeroplanestructure is designed to withstand the corresponding man-oeuvring and gust loads in accordance with 3.3. In estab-lishing the design airspeeds, consideration shall be given to thefollowing speeds:

a) VA, the design manoeuvring speed;

b) VB, the speed at which the maximum vertical gustvelocity assumed in accordance with 3.3.2 can bewithstood;

c) VC, a speed not expected to be exceeded in normalcruising flight taking into account possible effects ofupsets when flying in turbulent conditions;

d) VD, maximum dive speed, sufficiently greater than thespeed in c), to make it unlikely that such a designspeed would be exceeded as a result of inadvertentspeed increases in the anticipated operating conditions,taking into account the flying qualities and othercharacteristics of the aeroplane;

e) VE1 to VEn, maximum speeds at which flaps andlanding gears may be extended or other configurationchanges be made.

The speeds VA, VB, VC, and VE in a), b), c) and e) shall besufficiently greater than the stalling speed of the aeroplane tosafeguard against loss of control in turbulent air.

3.2.2 Limiting airspeeds

Limiting airspeeds, based on the corresponding designairspeeds with safety margins, where appropriate, in accord-ance with 1.3.1 shall be included in the aeroplane flightmanual as part of the operating limitations (see 9.2.2).

3.3 Flight loads

The flight loading conditions of 3.3.1, 3.3.2 and 3.5 shall beconsidered for the range of mass and mass distributionsprescribed in 3.1.1 and at airspeeds established in accordancewith 3.2.1. Asymmetrical as well as symmetrical loading shallbe taken into account. The air, inertia, and other loads resultingfrom the specified loading conditions shall be distributed so asto approximate actual conditions closely or to represent themconservatively.

3.3.1 Manoeuvring loads

Manoeuvring loads shall be computed on the basis ofmanoeuvring load factors appropriate to the manoeuvrespermitted by the operating limitations. They shall not be lessthan values that experience indicates will be adequate for theanticipated operating conditions.

3.3.2 Gust loads

Gust loads shall be computed for vertical and horizontal gustvelocities and gradients that statistics or other evidence indi-cate will be adequate for the anticipated operating conditions.

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3.4 Ground and water loads

The structure shall be able to withstand all the loads due to thereactions of the ground and water surface that are likely toarise during taxiing, take-off and landing.

3.4.1 Landing conditions

The landing conditions at the design take-off mass and at thedesign landing mass shall include such symmetrical andasymmetrical attitudes of the aeroplane at ground or watercontact, such velocities of descent and such other factorsaffecting the loads imposed upon the structure as might bepresent in the anticipated operating conditions.

3.5 Miscellaneous loads

In addition to or in conjunction with the manoeuvring and gustloads and with the ground and water loads, consideration shallbe given to all other loads (flight control loads, cabin

pressures, effects of engine operation, loads due to changes ofconfiguration, etc.) that are likely to occur in the anticipatedoperating conditions.

3.6 Flutter, divergence and vibration

The aeroplane structure shall be designed to be free fromflutter, structural divergence (i.e. unstable structural distortiondue to aerodynamic loading), and loss of control due tostructural deformation, at speeds within and sufficientlybeyond the operating limitations to comply with 1.3.1.Adequate strength shall be provided to withstand the vibrationand buffeting that might occur in the anticipated operatingconditions.

3.7 Fatigue strength

The strength and fabrication of the aeroplane shall be such asto ensure that the probability of disastrous fatigue failure of theaeroplane’s structure under repeated loads and vibratory loadsin the anticipated operating conditions is extremely remote.

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2/3/04 IIIA-3-2




CHAPTER 4. DESIGN AND CONSTRUCTION

4.1 General

Details of design and construction shall be such as to givereasonable assurance that all aeroplane parts will functioneffectively and reliably in the anticipated operating conditions.They shall be based upon practices that experience has provento be satisfactory or that are substantiated by special tests or byother appropriate investigations or both. They shall observeHuman Factors principles.

Note.— Guidance material on Human Factors principles canbe found in the Human Factors Training Manual (Doc 9683).

4.1.1 Substantiating tests

The functioning of all moving parts essential to the safeoperation of the aeroplane shall be demonstrated by suitabletests in order to ensure that they will function correctly underall operating conditions for such parts.

4.1.2 Materials

All materials used in parts of the aeroplane essential for itssafe operation shall conform to approved specifications. Theapproved specifications shall be such that materials acceptedas complying with the specifications will have the essentialproperties assumed in the design.

4.1.3 Fabrication methods

The methods of fabrication and assembly shall be such as toproduce a consistently sound structure which shall be reliablewith respect to maintenance of strength in service.

4.1.4 Protection

The structure shall be protected against deterioration or loss ofstrength in service due to weathering, corrosion, abrasion, orother causes, which could pass unnoticed, taking into accountthe maintenance the aeroplane will receive.

4.1.5 Inspection provisions

Adequate provision shall be made to permit any necessaryexamination, replacement, or reconditioning of parts of theaeroplane that require such attention, either periodically orafter unusually severe operations.

4.1.6 Design features

Special consideration shall be given to design features thataffect the ability of the flight crew to maintain controlledflight. This shall include at least the following:

a) Controls and control systems. The design of the controlsand control systems shall be such as to minimize thepossibility of jamming, inadvertent operations, andunintentional engagement of control surface lockingdevices.

b) System survivability.

1) For aeroplanes of a maximum certificated take-offmass in excess of 45 500 kg or with a passengerseating capacity greater than 60 and for which theapplication for certification was submitted on or after12 March 2000, aeroplane systems shall be designed,arranged and physically separated to maximize thepotential for continued safe flight and landing afterany event resulting in damage to the aeroplanestructure or systems.

2) Recommendation.— For aeroplanes of a maximumcertificated take-off mass in excess of 5 700 kg butnot exceeding 45 500 kg and for which theapplication for certification was submitted on orafter 12 March 2000, aeroplane systems should bedesigned, arranged and physically separated tomaximize the potential for continued safe flight andlanding after any event resulting in damage to theaeroplane structure or systems.

c) Crew environment. The design of the flight crewcompartment shall be such as to minimize the possibilityof incorrect or restricted operation of the controls by thecrew, due to fatigue, confusion or interference. Con-sideration shall be given at least to the following: layoutand identification of controls and instruments, rapididentification of emergency situations, sense of controls,ventilation, heating and noise.

d) Pilot vision. The arrangement of the pilot compartmentshall be such as to afford a sufficiently extensive, clearand undistorted field of vision for the safe operation ofthe aeroplane, and to prevent glare and reflections thatwould interfere with the pilot’s vision. The designfeatures of the pilot windshield shall permit, underprecipitation conditions, sufficient vision for the normalconduct of flight and for the execution of approachesand landings.

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e) Provision for emergencies. Means shall be providedwhich shall either automatically prevent, or enable theflight crew to deal with, emergencies resulting fromforeseeable failures of equipment and systems, thefailure of which would endanger the aeroplane. Reason-able provisions shall be made for continuation of essen-tial services following power-unit or systems’ failures tothe extent that such failures are catered for in theperformance and operating limitations specified in theStandards in this Annex and in Annex 6, Parts I and II.

f) Fire precautions. The design of the aeroplane and thematerials used in its manufacture, including cabininterior furnishing materials replaced during majorrefurbishing, shall be such as to minimize the possibilityof in-flight and ground fires and also to minimize theproduction of smoke and toxic gases in the event of afire. Means shall be provided to contain or to detect andextinguish such fires as might occur in such a way thatno additional danger to the aeroplane is caused.

g) Fire suppression. For aeroplanes for which theapplication for certification was submitted on or after12 March 2000, cargo compartment fire suppressionsystems, including their extinguishing agents, shall bedesigned so as to take into account a sudden andextensive fire such as could be caused by an explosiveor incendiary device or dangerous goods.

h) Incapacitation of occupants.

1) For aeroplanes of a maximum certificated take-offmass in excess of 45 500 kg or with a passengerseating capacity greater than 60 and for which theapplication for certification was submitted on or after12 March 2000, design precautions shall be taken toprotect against possible instances of cabindepressurization and against the presence of smokeor other toxic gases, including those caused byexplosive or incendiary devices or dangerous goods,which could incapacitate the occupants of theaeroplane.

2) Recommendation.— For aeroplanes of a maximumcertificated take-off mass in excess of 5 700 kg butnot exceeding 45 500 kg and for which theapplication for certification was submitted on orafter 12 March 2000, design precautions should betaken to protect against possible instances of cabindepressurization and against the presence of smokeor other toxic gases, including those caused byexplosive or incendiary devices or dangerous goods,which could incapacitate the occupants of theaeroplane.

i) Protection of the flight crew compartment from smokeand fumes.

1) For aeroplanes of a maximum certificated take-offmass in excess of 45 500 kg or with a passengerseating capacity greater than 60 and for which theapplication for certification was submitted on or after12 March 2000, means shall be provided to minimizeentry into the flight crew compartment of smoke,fumes and noxious vapours generated by anexplosion or fire on the aeroplane.

2) Recommendation.— For aeroplanes of a maximumcertificated take-off mass in excess of 5 700 kg butnot exceeding 45 500 kg and for which theapplication for certification was submitted on orafter 12 March 2000, means should be provided tominimize entry into the flight crew compartment ofsmoke, fumes and noxious vapours generated by anexplosion or fire on the aeroplane.

4.1.7 Emergency landing provisions

4.1.7.1 Provisions shall be made in the design of theaeroplane to protect the occupants, in the event of anemergency landing, from fire and from the direct effects ofdeceleration forces as well as from injuries arising from theeffect of deceleration forces on the aeroplane’s interiorequipment.

4.1.7.2 Facilities shall be provided for the rapid evacu-ation of the aeroplane in conditions likely to occur followingan emergency landing. Such facilities shall be related to thepassenger and crew capacity of the aeroplane.

4.1.7.3 The interior layout of the cabin and the positionand number of emergency exits, including the means oflocating and illuminating the escape paths and exits, shall besuch as to facilitate rapid evacuation of the aeroplane inconditions likely to occur following an emergency landing.

4.1.7.4 On aeroplanes certificated for ditching conditions,provisions shall be made in the design to give maximumpracticable assurance that safe evacuation from the aeroplaneof passengers and crew can be executed in case of ditching.

4.1.8 Ground handling

Adequate provisions shall be made in the design to minimizethe risk that ground-handling operations (e.g. towing,jacking) may cause damage, which could pass unnoticed, tothe parts of the aeroplane essential for its safe operation. Theprotection that any limitations and instructions for suchoperations might provide may be taken into account.

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ANNEX 8 IIIA-5-1 2/3/04

CHAPTER 5. ENGINES

5.1 Scope

The Standards of Chapter 5 shall apply to engines of all typesthat are used on the aeroplane as primary propulsion units.

5.2 Design, constructionand functioning

The engine complete with accessories shall be designed andconstructed so as to function reliably within its operatinglimitations under the anticipated operating conditions whenproperly installed in the aeroplane in accordance withChapter 7 and, if applicable, fitted with a suitable propeller.

5.3 Declared ratings, conditionsand limitations

The power ratings and the conditions of the atmosphere uponwhich they are based and all operating conditions andlimitations, which are intended to govern the operation of theengine, shall be declared.

5.4 Tests

An engine of the type shall complete satisfactorily such testsas are necessary to verify the validity of the declared ratings,conditions and limitations and to ensure that it will operatesatisfactorily and reliably. The tests shall include at least thefollowing:

a) Power calibration. Tests shall be conducted to establishthe power or thrust characteristics of the engine whennew and also after the tests in b) and c). There shall beno excessive decrease in power at the conclusion of allthe tests specified.

b) Operation. Tests shall be conducted to ensure thatstarting, idling, acceleration, vibration, overspeeding andother characteristics are satisfactory and to demonstrateadequate margins of freedom from detonation, surge, orother detrimental conditions as may be appropriate tothe particular type engine.

c) Endurance. Tests of sufficient duration shall be con-ducted at such powers, thrust, speeds and otheroperating conditions as are necessary to demonstratereliability and durability of the engine. They shall alsoinclude operation under conditions in excess of thedeclared limits to the extent that such limitations mightbe exceeded in actual service.



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ANNEX 8 IIIA-6-1 2/3/04

CHAPTER 6. PROPELLERS

6.1 Scope

The Standards of Chapter 6 shall apply to propellers of alltypes.

6.2 Design, construction and functioning

The propeller assembly complete with accessories shall bedesigned and constructed so as to function reliably within itsoperating limitations under the anticipated operating con-ditions when properly fitted to the engine and installed in theaeroplane in accordance with Chapter 7.

6.3 Declared ratings, conditions and limitations

The power ratings and all operating conditions and limitations,which are intended to govern the operation of the propeller,shall be declared.

6.4 Tests

A propeller of the type shall complete satisfactorily such testsas are necessary to ensure that it will operate satisfactorily andreliably within the declared ratings, conditions and limitations.The tests shall include at least the following:

a) Operation. Tests shall be conducted to ensure thatstrength vibration and overspeeding characteristics aresatisfactory and to demonstrate proper and reliablefunctioning of pitch changing and control mechanisms.

b) Endurance. Tests of sufficient duration shall beconducted at such powers, speeds and other operatingconditions as are necessary to demonstrate reliabilityand durability of the propeller.



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CHAPTER 7. POWERPLANT INSTALLATION

7.1 General

7.1.1 Applicable Standards

The powerplant installation shall comply with the Standards ofChapter 4 and with the Standards of this chapter.

7.1.2 Compliance with engine andpropeller limitations

The powerplant installation shall be so designed that theengines and propellers (if applicable) are capable of beingused in the anticipated operating conditions. In conditionsestablished in the aeroplane flight manual, the aeroplane shallbe capable of being operated without exceeding the limitationsestablished for the engines and propellers in accordance withChapters 5, 6 and 7.

7.1.3 Control of engine rotation

In those installations where continued rotation of a failedengine would increase the hazard of fire or of a seriousstructural failure, means shall be provided for the crew to stopthe rotation of the engine in flight or to reduce it to a safelevel.

7.1.4 Engine restarting

Means shall be provided for restarting an engine at altitudes upto a declared maximum altitude.

7.2 Arrangement and functioning

7.2.1 Independence of power-units

The powerplant shall be arranged and installed so that eachpower-unit together with its associated systems is capable ofbeing controlled and operated independently from the othersand so that there is at least one arrangement of the power-plant and systems in which any failure, unless the probabilityof its occurrence is extremely remote, cannot result in a lossof more power than that resulting from complete failure ofthe critical power-unit.

7.2.2 Propeller vibration

The propeller vibration stresses shall be determined and shallnot exceed values that have been found safe for operationwithin the operating limitations established for the aeroplane.

7.2.3 Cooling

The cooling system shall be capable of maintaining power-plant temperatures within the established limits (see 7.1.2) atambient air temperatures up to the maximum air temperatureappropriate to the intended operation of the aeroplane. Themaximum and, if necessary, minimum air temperature forwhich the powerplant has been established as being suitableshall be scheduled in the aeroplane flight manual.

7.2.4 Associated systems

The fuel, oil, air induction, and other systems associated withthe powerplant shall be capable of supplying each engine inaccordance with its established requirements, under all con-ditions affecting the functioning of the systems (e.g. enginepower, aeroplane attitudes and accelerations, atmospheric con-ditions, fluid temperatures) within the anticipated operatingconditions.

7.2.5 Fire protection

For regions of the powerplant where the potential fire hazardsare particularly serious because of the proximity of ignitionsources to combustible materials, the following shall apply inaddition to the general Standard of 4.1.6 e).

a) Isolation. Such regions shall be isolated by fire-resistingmaterial from other regions of the aeroplane where thepresence of fire would jeopardize continued flight,taking into account the probable points of origin andpaths of propagation of fire.

b) Flammable fluids. Flammable fluid system componentslocated in such regions shall be capable of containingthe fluid when exposed to fire conditions. Means shallbe provided for the crew to shut off the flow offlammable fluids into such regions if a fire occurs.

c) Fire detection. There shall be provided a sufficientnumber of fire detectors so located as to ensure rapiddetection of any fire that might occur in such regions.

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d) Fire extinguishment. Such regions shall be provided witha fire extinguisher system capable of extinguishing anyfire likely to occur therein, unless the degree ofisolation, quantity of combustibles, fire resistance of thestructure, and other factors are such that any fire likelyto occur in the region would not jeopardize the safety ofthe aeroplane.

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ANNEX 8 IIIA-8-1 2/3/04

CHAPTER 8. INSTRUMENTS AND EQUIPMENT

8.1 Required instrumentsand equipment

The aeroplane shall be provided with approved instrumentsand equipment necessary for the safe operation of the aero-plane in the anticipated operating conditions. These shallinclude the instruments and equipment necessary to enable thecrew to operate the aeroplane within its operating limitations.

Note 1.— Instruments and equipment additional to theminimum necessary for the issuance of a Certificate ofAirworthiness are prescribed in Annex 6, Parts I and II, forparticular circumstances or on particular kinds of routes.

Note 2.— Instruments and equipment design shall observeHuman Factors principles.

Note 3.— Guidance material on Human Factors principlescan be found in the Human Factors Training Manual(Doc 9683) and in the Human Factors Guidelines for AirTraffic Management (ATM) Systems (Doc 9758).

8.2 Installation

Instrument and equipment installations shall comply with theStandards of Chapter 4.

8.3 Safety andsurvival equipment

Prescribed safety and survival equipment that the crew orpassengers are expected to use or operate at the time of anemergency shall be reliable, readily accessible and easilyidentified, and its method of operation shall be plainly marked.

*8.4 Navigation lights and anti-collision lights

8.4.1 The lights required by Annex 2 to be displayed byaeroplanes in flight or operating on the movement areaof an aerodrome shall have intensities, colours, fields ofcoverage and other characteristics such that they furnish thepilot of another aircraft or personnel on the ground with asmuch time as possible for interpretation and for subsequentmanoeuvre necessary to avoid a collision. In the design ofsuch lights, due account shall be taken of the conditionsunder which they may reasonably be expected to performthese functions.

Note 1.— It is likely that lights will be viewed against avariety of backgrounds, such as typical city lighting, clearstarry sky, moonlit water and daytime conditions of lowbackground luminance. Furthermore, collision risk situationsare most likely to arise in terminal control areas in whichaircraft are manoeuvring in the intermediate and lower flightlevels at closing speeds that are unlikely to exceed 900 km/h(500 kt).

Note 2.— See the Airworthiness Manual (Doc 9760,Volume II, Part A) for detailed technical specifications forexterior lights for aeroplanes.

8.4.2 Lights shall be installed in aeroplanes so as tominimize the possibility that they will:

a) adversely affect the satisfactory performance of theflight crews’ duties; or

b) subject an outside observer to harmful dazzle.

Note.— In order to avoid the effects mentioned in8.4.2, it will be necessary in some cases to provide meanswhereby the pilot can switch off or reduce the intensity of theflashing lights.

* Please refer to 1.1.2 of this part.



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CHAPTER 9. OPERATING LIMITATIONS AND INFORMATION

9.1 General

The operating limitations within which compliance with theStandards of this Annex is determined, together with any otherinformation necessary to the safe operation of the aeroplane,shall be made available by means of an aeroplane flightmanual, markings and placards, and such other means as mayeffectively accomplish the purpose. The limitations and infor-mation shall include at least those prescribed in 9.2, 9.3 and9.4.


Limitations which there is a risk of exceeding in flight andwhich are defined quantitatively shall be expressed in suitableunits and corrected if necessary for errors in measurements sothat the flight crew can, by reference to the instrumentsavailable to them, readily determine when the limitations arereached.

9.2.1 Loading limitations

The loading limitations shall include all limiting masses,centres of gravity positions, mass distributions, and floorloadings (see 1.3.2).

9.2.2 Airspeed limitations

The airspeed limitations shall include all speeds (see 3.2) thatare limiting from the standpoint of structural integrity or flyingqualities of the aeroplane, or from other considerations. Thesespeeds shall be identified with respect to the appropriateaeroplane configurations and other pertinent factors.

9.2.3 Powerplant limitations

The powerplant limitations shall include all those establishedfor the various powerplant components as installed in theaeroplane (see 7.1.2 and 7.2.3).

9.2.4 Limitations on equipment and systems

The limitations on equipment and systems shall include allthose established for the various equipment and systems asinstalled in the aeroplane.

9.2.5 Miscellaneous limitations

Miscellaneous limitations shall include any necessary limi-tations with respect to conditions found to be prejudicial to thesafety of the aeroplane (see 1.3.1).

9.2.6 Flight crew limitations

The flight crew limitations shall include the minimum numberof flight crew personnel necessary to operate the aeroplane,having regard, among other things, to the accessibility to theappropriate crew members of all necessary controls andinstruments and to the execution of the established emergencyprocedures.

Note.— See Annex 6 — Operation of Aircraft, Parts I andII, for the circumstances in which the flight crew shall includemembers in addition to the minimum flight crew defined in thisAnnex.

9.2.7 Flying time limitation after systemor power-unit failure

The systems limitations shall include the maximum flying timefor which system reliability has been established in relation tothe approval of operations by aeroplanes with two turbinepower-units beyond the threshold time established in accord-ance with 4.7 of Annex 6, Part I.

Note.— The maximum time established in accordance with4.7 of Annex 6, Part I, for a particular route may be less thanthat determined in accordance with 9.2.7 because of theoperational considerations involved.

9.3 Operating information and procedures

9.3.1 Types of eligible operations

There shall be listed the particular types of operations, as maybe defined in Annex 6, Parts I and II, or be generallyrecognized, for which the aeroplane has been shown to beeligible by virtue of compliance with the appropriateairworthiness requirements.

9.3.2 Loading information

The loading information shall include the empty mass of theaeroplane, together with a definition of the condition of the

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ANNEX 8 IIIA-9-1 2/3/04





aeroplane at the time of weighing, the corresponding centre ofgravity position, and the reference points and datum lines towhich the centre of gravity limits are related.

Note.— Usually the empty mass excludes the mass of thecrew and payload, the usable fuel supply and the drainableoil; it includes the mass of all fixed ballast, unusable fuelsupply, undrainable oil, total quantity of engine coolant andtotal quantity of hydraulic fluid.

9.3.3 Operating procedures

A description shall be given of normal and emergencyoperating procedures which are peculiar to the particularaeroplane and necessary for its safe operation. These shallinclude procedures to be followed in the event of failure of oneor more power-units.

9.3.4 Handling information

Sufficient information shall be given on any significant orunusual features of the aeroplane characteristics. Those stall-ing speeds or minimum steady flight speeds required to beestablished by 2.3.4.3 shall be scheduled.

9.3.5 Least-risk bomb location

For aeroplanes of a maximum certificated take-off mass inexcess of 45 500 kg or with a passenger seating capacitygreater than 60 and for which the application for certificationwas submitted on or after 12 March 2000, a least-risk locationon the aeroplane shall be identified where a bomb or other

explosive device may be placed to minimize the effects on theaeroplane in the case of detonation.

9.4 Performance information

The performance of the aeroplane shall be scheduled inaccordance with 2.2. There shall be included informationregarding the various aeroplane configurations and powersinvolved and the relevant speeds, together with informationthat would assist the flight crew in attaining the performanceas scheduled.

9.5 Aeroplane flight manual

An aeroplane flight manual shall be made available. It shallidentify clearly the specific aeroplane or series of aeroplanesto which it is related. The aeroplane flight manual shallinclude at least the limitations, information and proceduresspecified in this chapter.

9.6 Markings and placards

9.6.1 Markings and placards on instruments, equipment,controls, etc., shall include such limitations or information asnecessary for the direct attention of the flight crew duringflight.

9.6.2 Markings and placards or instructions shall beprovided to give any information that is essential to the groundcrew in order to preclude the possibility of mistakes in groundservicing (e.g. towing, refuelling) that could pass unnoticedand that could jeopardize the safety of the aeroplane insubsequent flights.

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ANNEX 8 IIIA-10-1 2/3/04

CHAPTER 10. CONTINUING AIRWORTHINESS —MAINTENANCE INFORMATION

10.1 General

Information for use in developing procedures for maintainingthe aeroplane in an airworthy condition shall be made avail-able. The information shall include that described in 10.2, 10.3and 10.4.

10.2 Maintenance information

Maintenance information shall include a description of theaeroplane and recommended methods for the accomplishmentof maintenance tasks. Such information shall include guidanceon defect diagnosis.

10.3 Maintenance programmeinformation

Maintenance programme information shall include the main-tenance tasks and the recommended intervals at which thesetasks are to be performed.

10.4 Maintenance information resulting from the type design approval

Maintenance tasks and frequencies that have been specified asmandatory by the State of Design in approval of the typedesign shall be identified as such.



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ANNEX 8 IIIA-11-1 2/3/04

CHAPTER 11. SECURITY

11.1 Aeroplanes used for domesticcommercial operations

Recommendation.— International Standards and Recom-mended Practices set forth in this chapter should be applied byall Contracting States for aeroplanes engaged in domesticcommercial operations (air services).

11.2 Least-risk bomb location

For aeroplanes of a maximum certificated take-off mass inexcess of 45 500 kg or with a passenger seating capacitygreater than 60 and for which the application for certificationwas submitted on or after 12 March 2000, consideration shallbe given during the design of the aeroplane to the provision ofa least-risk bomb location so as to minimize the effects of abomb on the aeroplane and its occupants.

11.3 Protection of the flight crew compartment

Recommendation.— In all aeroplanes, which are required byAnnex 6, Part I, Chapter 13 to have an approved flight crewcompartment door, and for which an application for amending

the type certificate to include a derivative type design issubmitted to the appropriate national authority, considerationshould be given to reinforcing the flight crew compartmentbulkheads, floors and ceilings so as to resist penetration bysmall arms fire and grenade shrapnel and to resist forcibleintrusions, if these areas are accessible in flight to passengersand cabin crew.

Note.— Standards and Recommended Practices concerningthe requirements for the flight crew compartment door in allcommercial passenger-carrying aeroplanes are contained inAnnex 6, Part I, Chapter 13.

11.4 Interior design

For aeroplanes of a maximum certificated take-off mass inexcess of 45 500 kg or with a passenger seating capacitygreater than 60 and for which the application for certificationwas submitted on or after 12 March 2000, consideration shallbe given to design features that will deter the easyconcealment of weapons, explosives or other dangerousobjects on board aircraft and that will facilitate searchprocedures for such objects.

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ANNEX 8 IIIB-A-1 2/3/04

PART IIIB. AEROPLANES OVER 5 700 KG FOR WHICH APPLICATION FOR CERTIFICATION WAS SUBMITTED ON OR AFTER 2 MARCH 2004

SUB-PART A. GENERAL

A.1 Applicability

A.1.1 The Standards of Part IIIB are applicable in respectof all aeroplanes designated in A.1.2 for which an applicationfor the issue of a type certificate is submitted to theappropriate national authorities on or after 2 March 2004.

A.1.2 Except for those Standards and RecommendedPractices which specify a different applicability, the Standardsand Recommended Practices of Part IIIB shall apply to allaeroplanes of over 5 700 kg maximum certificated take-offmass intended for the carriage of passengers or cargo or mailin international air navigation.

Note 1.— The aeroplanes described in A.1.2 are known insome States as transport category aeroplanes.

Note 2.— The following Standards do not includequantitative specifications comparable to those found innational airworthiness codes. In accordance with 3.2.2 ofPart II, they are to be supplemented by national requirementsprepared by Contracting States.

A.1.3 The level of airworthiness defined by the appropri-ate parts of the comprehensive and detailed national codereferred to in 3.2.2 of Part II for the aeroplanes designated inA.1.2 shall be at least substantially equivalent to the overalllevel intended by the broad Standards of Part IIIB.

A.1.4 Unless otherwise stated, the Standards apply to thecomplete aeroplane including power-units, systems and equip-ment.

A.2 Operating limitations

A.2.1 Limiting conditions shall be established for theaeroplane, its power-units and its equipment (see G.2).Compliance with the Standards of Part IIIB shall beestablished assuming that the aeroplane is operated within the

limitations specified. The limitations shall include a margin ofsafety to render the likelihood of accidents arising therefromextremely remote.

Note.— Guidance material concerning the expression“extremely remote” is contained in the Airworthiness Manual(Doc 9760), Volume II, Part A.

A.2.2 Limiting ranges of mass, centre of gravity location,load distribution, speeds, ambient air temperature and altitudeor pressure-altitude shall be established within whichcompliance with all the pertinent Standards in Part IIIB isshown.


Note 2.— Maximum operating mass may be limited by theapplication of Noise Certification Standards (see Annex 16,Vol. I, and Annex 6, Parts I and II).

A.3 Unsafe features and characteristics

Under all anticipated operating conditions, the aeroplane shallnot possess any feature or characteristic that renders it unsafe.

A.4 Proof of compliance

Compliance with the appropriate airworthiness requirementsshall be based on evidence from tests, calculations or anyacceptable combination of tests and calculations, provided thatin each case the accuracy achieved will be such as to providereasonable assurance that the aeroplane, its components andequipment comply with the requirements and are reliable andfunction correctly under the anticipated operating conditions.

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SUB-PART B. FLIGHT

B.1 General

B.1.1 Compliance with the Standards prescribed inSub-part B shall be established by flight or other testsconducted upon an aeroplane or aeroplanes of the type forwhich a Type Certificate is sought, or by calculations based onsuch tests, provided that the results obtained by calculationsare equal in accuracy to, or conservatively represent, theresults of direct testing.

B.1.2 Compliance with each Standard shall be establishedfor all applicable combinations of aeroplane mass and centreof gravity position, within the range of loading conditions forwhich certification is sought.

B.1.3 Where necessary, appropriate aeroplane configur-ations shall be established for the determination of perform-ance in the various stages of flight and for the investigation ofthe aeroplane’s flying qualities.

B.2 Performance design parameters

B.2.1 Sufficient data on the performance of the aeroplaneshall be determined and scheduled in the flight manual toprovide operators with the necessary information for thepurpose of determining the total mass of the aeroplane on thebasis of the values, peculiar to the proposed flight, of therelevant operational parameters, in order that the flight may bemade with reasonable assurance that a safe minimumperformance for that flight will be achieved.

B.2.2 Achieving the performance scheduled for the aero-plane shall take into consideration human performance and inparticular shall not require exceptional skill or alertness on thepart of the flight crew.


B.2.3 The scheduled performance of the aeroplane shallbe consistent with compliance with A.2.1 and with theoperation in logical combinations of those of the aeroplane’ssystems and equipment, the operation of which may affectperformance.

B.2.4 Minimum performance

At the maximum mass scheduled (see B.2.7) for take-off andfor landing as functions of the aerodrome elevation or

pressure-altitude either in the standard atmosphere or inspecified still air atmospheric conditions, and, for seaplanes, inspecified conditions of smooth water, the aeroplane shall becapable of accomplishing the minimum performances speci-fied in B.2.5 and B.2.6, respectively, not considering obstacles,or runway or water run length.

Note.— This Standard permits the maximum take-off massand maximum landing mass to be scheduled in the aeroplaneflight manual against, for example:

— aerodrome elevation, or

— pressure-altitude at aerodrome level, or

— pressure-altitude and atmospheric temperature at aero-drome level,

so as to be readily usable when applying the national code onaeroplane performance operating limitations.

B.2.5 Take-off

a) The aeroplane shall be capable of taking off assuming thecritical power-unit to fail (see B.2.7), the remainingpower-units being operated within their take-off power orthrust limitations.

b) After the end of the period during which the take-off poweror thrust may be used, the aeroplane shall be capable ofcontinuing to climb, with the critical power-unit inoperativeand the remaining power-units operated within theirmaximum continuous power or thrust limitations, up to aheight that it can maintain and at which it can continue safeflight and landing.

c) The minimum performance at all stages of take-off andclimb shall be sufficient to ensure that under conditions ofoperation departing slightly from the idealized conditionsfor which data are scheduled (B.2.7), the departure from thescheduled values is not disproportionate.

B.2.6 Landing

a) Starting from the approach configuration and with thecritical power-unit inoperative, the aeroplane shall becapable, in the event of a missed approach, of continuingthe flight to a point from which a fresh approach can bemade.

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b) Starting from the landing configuration, the aeroplane shallbe capable, in the event of a balked landing, of making aclimb-out, with all power-units operating.

B.2.7 Scheduling of performance

Performance data shall be determined and scheduled in theflight manual so that their application by means of theoperating rules to which the aeroplane is to be operated inaccordance with 5.2 of Annex 6, Part I, will provide a saferelationship between the performance of the aeroplane and theaerodromes and routes on which it is capable of beingoperated. Performance data shall be determined and scheduledfor the following stages for the ranges of mass, altitude orpressure-altitude, wind velocity, gradient of the take-off andlanding surface for landplanes; water surface conditions,density of water and strength of current for seaplanes; and forany other operational variables for which the aeroplane is to becertificated.

a) Take-off. The take-off performance data shall include theaccelerate-stop distance and the take-off path.

b) Accelerate-stop distance. The accelerate-stop distanceshall be the distance required to accelerate and stop, or,for a seaplane to accelerate and come to a satisfactorilylow speed, assuming the critical power-unit to failsuddenly at a point not nearer to the start of the take-offthan that assumed when determining the take-off path(see B.2.7 c)). For landplanes, the distance shall bebased on operations with worn brakes.

c) Take-off path. The take-off path shall comprise theground or water run, initial climb and climb-out,assuming the critical power-unit to fail suddenly duringthe take-off (see B.2.7 b)). The take-off path shall bescheduled up to a height from which the aeroplane cancontinue safe flight and landing. The climb-out shall bemade at a speed not less than the take-off safety speedas determined in accordance with B.3.2.4.

d) En route. The en-route climb performance shall be theclimb (or descent) performance with the aeroplane in theen-route configuration with:

1) the critical power-unit inoperative; and

2) the two critical power-units inoperative in the case ofaeroplanes having three or more power-units.

The operating engines shall not exceed maximum continuouspower or thrust.

e) Landing. The landing distance shall be the horizontaldistance traversed by the aeroplane from a point on theapproach flight path at a selected height above thelanding surface to the point on the landing surface atwhich the aeroplane comes to a complete stop or, for a

seaplane, comes to a satisfactorily low speed. Theselected height above the landing surface and theapproach speed shall be appropriately related tooperating practices. This distance may be supplementedby such distance margin as may be necessary; if so, theselected height above the landing surface, the approachspeed and the distance margin shall be appropriatelyinterrelated and shall make provision for both normaloperating practices and reasonable variations therefrom.For landplanes, this distance shall be based onoperations with worn brakes.

Note.— If the landing distance includes the distancemargin specified in this Standard, it is not necessary toallow for the expected variations in the approach andlanding techniques in applying 5.2.11 of Annex 6, Part I.

B.3 Flying qualities

B.3.1 The aeroplane shall comply with the Standards ofB.3 at all altitudes up to the maximum anticipated altituderelevant to the particular requirement in all temperatureconditions relevant to the altitude in question and for which theaeroplane is approved.

B.3.2 Controllability

B.3.2.1 The aeroplane shall be controllable andmanoeuvrable under all anticipated operating conditions, and itshall be possible to make smooth transitions from one flightcondition to another (e.g. turns, sideslips, changes of enginepower or thrust, changes of aeroplane configurations) withoutrequiring exceptional skill, alertness, or strength on the part ofthe pilot even in the event of failure of any power-unit. Atechnique for safely controlling the aeroplane shall beestablished for all stages of flight and aeroplane configurationsfor which performance is scheduled.


B.3.2.2 Controllability on the ground (or water). Theaeroplane shall be controllable on the ground (or on the water)during taxiing, take-off and landing under the anticipatedoperating conditions.

B.3.2.3 Controllability during take-off. The aeroplaneshall be controllable in the event of sudden failure of thecritical power-unit at any point in the take-off, when theaeroplane is handled in the manner associated with thescheduling of take-off paths and accelerate-stop distances.

B.3.2.4 Take-off safety speed. The take-off safety speedsassumed when the performance of the aeroplane (after leaving

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Sub-part B Annex 8 — Airworthiness of Aircraft


the ground or water) during the take-off is determined shallprovide an adequate margin above the stall and above theminimum speed at which the aeroplane remains controllableafter sudden failure of the critical power-unit.

B.3.3 Trim

The aeroplane shall have such trim and other characteristics asto ensure that the demands made on the pilot’s attention andability to maintain a desired flight condition are not excessivewhen account is taken of the stage of flight at which thesedemands occur and their duration. This shall apply both innormal operation and in the conditions associated with thefailure of one or more power-units for which performancecharacteristics are established.

B.4 Stability and control

B.4.1 Stability

The aeroplane shall have such stability in relation to its otherflight characteristics, performance, structural strength, andmost probable operating conditions (e.g. aeroplane configur-ations and speed ranges) as to ensure that demands made onthe pilot’s powers of concentration are not excessive when thestage of the flight at which these demands occur and theirduration are taken into account. The stability of the aeroplaneshall not, however, be such that excessive demands are madeon the pilot’s strength or that the safety of the aeroplane isprejudiced by lack of manoeuvrability in emergency con-ditions. The stability may be achieved by natural or artificialmeans, or a combination of both. In those cases whereartificial stability is necessary to show compliance with theStandards of this part, it shall be shown that any failure orcondition that would result in the need for exceptional pilotskill or strength for recovery of aeroplane stability is extremelyimprobable.

Note.— Guidance material concerning the expression“extremely improbable” is contained in the AirworthinessManual (Doc 9760), Volume II, Part A.

B.4.2 Stalling

B.4.2.1 Stall warning. When the aeroplane is made toapproach a stall both in straight and turning flight with allpower-units operating and with one power-unit inoperative, aclear and distinctive stall warning shall be apparent to the pilotwith the aeroplane in all permissible configurations andpowers or thrusts, except those which are not considered to beessential for safe flying. The stall warning and othercharacteristics of the aeroplane shall be such as to enable thepilot to arrest the development of the stall after the warningbegins and, without altering the engine power or thrust, tomaintain full control of the aeroplane.

B.4.2.2 Behaviour following a stall. In any configurationand power or thrust in which it is considered that the ability torecover from a stall is essential, the behaviour of the aeroplanefollowing a stall shall not be so extreme as to make difficult aprompt recovery without exceeding the airspeed or strengthlimitations of the aeroplane. It shall be acceptable to throttleback the operating power-units during recovery from the stall.

B.4.2.3 Stalling speeds. The stalling speeds or minimumsteady flight speeds in configurations appropriate for eachstage of flight (e.g. take-off, en route, landing) shall beestablished. One of the values of the power or thrust used inestablishing the stalling speeds shall be not more than thatnecessary to give zero thrust at a speed just above the stall.

B.4.3 Flutter and vibration

B.4.3.1 It shall be demonstrated by suitable tests, analysesor any acceptable combination of tests and analyses that allparts of the aeroplane are free from flutter and excessivevibration in all aeroplane configurations under all speedconditions within the operating limitations of the aeroplane(see A.2.2). There shall be no vibration or buffeting severeenough to cause structural damage.

B.4.3.2 There shall be no vibration or buffeting severeenough to interfere with control of the aeroplane or to causeexcessive fatigue to the flight crew.

Note.— Buffeting as a stall warning is considered desirableand discouragement of this type of buffeting is not intended.

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SUB-PART C. STRUCTURE

C.1 General

The aeroplane structure shall be designed, manufactured andprovided with instructions for its maintenance and repair withthe objective of avoiding catastrophic failure throughout itsoperational life.

C.2 Mass and mass distribution


C.3 Limit loads

Except as might be otherwise qualified, the external loads andthe corresponding inertia loads, or resisting loads obtained forthe various loading conditions prescribed in C.6 shall beconsidered as limit loads.

C.4 Deformation and ultimate strength

In the various loading conditions prescribed in C.6, no part ofthe aeroplane structure shall sustain detrimental deformation atany load up to and including the limit load, and the aeroplanestructure shall be capable of supporting the ultimate load.

C.5 Airspeeds

C.5.1 Design airspeeds

Design airspeeds shall be established for which the aeroplanestructure is designed to withstand the corresponding man-oeuvring and gust loads. To avoid inadvertent exceedances dueto upsets or atmospheric variations, the design airspeeds shallprovide sufficient margin for the establishment of practicaloperational limiting airspeeds. In addition, the design air-speeds shall be sufficiently greater than the stalling speed ofthe aeroplane to safeguard against loss of control in turbulentair. Consideration shall be given to a design manoeuvring

speed, a design cruising speed, a design dive speed, and anyother design airspeeds necessary for configurations with highlift or other special devices.

C.5.2 Limiting airspeeds

Limiting airspeeds, based on the corresponding design air-speeds with safety margins, where appropriate, in accordancewith A.2.1 shall be included in the flight manual as part of theoperating limitations (see G.2).

C.6 Strength

C.6.1 All structural elements shall be designed to with-stand the expected loads in service without failure, permanentdistortion or loss of functionality. In determining the expectedloads in service, account shall be taken of:

a) the expected operational life of the aeroplane;

b) the expected vertical and horizontal gust environment,taking into consideration the expected variations inmission profile, operating locations and loadingconfigurations;

c) the likely manoeuvre spectrum, taking into accountlikely variations in mission profiles, loading configur-ations, and pilot abilities;

d) asymmetrical as well as symmetrical loading;

e) the likely ground and water loads, including taxi,landing and take-off loads, and ground/water handlingloads;

f) the likely speed range of the aeroplane, taking intoaccount the aeroplane characteristics, placarded oper-ation limitations, and variations in pilot abilities;

g) vibration and buffeting loads which might be expectedto occur;

h) likely corrosion or other degradation, given the mainten-ance specified, and various operating environments; and

i) any other loads that are likely to occur in service, suchas flight control loads, cabin pressurization loads, engineloads, or dynamic loads due to changes to the steadystate configuration.

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C.6.2 The air, inertia and other loads resulting from thespecific loading conditions shall be distributed so as toapproximate actual conditions closely or to represent themconservatively.

C.7 Survivability

The aeroplane shall be designed so as to provide the occupantswith the maximum practicable protection in the event ofstructural failure, or in the event of damage due to ground,water, or object impact. Consideration shall be given to at leastthe following:

a) likely impact with birds;

b) energy absorption by the airframe, occupant seats andrestraints;

c) the probable behaviour of the aeroplane in ditching; and

d) allowing egress in the shortest practicable time.

C.8 Structural durability

The design and construction of the aeroplane shall, whereverpracticable, conform to damage tolerance principles and shall

be such as to ensure that the probability of catastrophic failureduring the operational life is extremely remote, taking intoaccount:

a) the expected environment;

b) the expected repeated loads applied in service;

c) expected vibrations from aerodynamic interaction orinternal sources;

d) thermal cycles;

e) likely corrosion or other degradation;

f) specified maintenance; and

g) likely structural repairs.

Note.— Guidance material concerning the expression“extremely remote” is contained in the Airworthiness Manual(Doc 9760), Volume II, Part A.

C.9 Lightning protection

The aeroplane shall be protected against catastrophic effects oflightning. Due account shall be taken of the materials used inthe construction of the aeroplane.

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SUB-PART D. DESIGN AND CONSTRUCTION

D.1 General

D.1.1 Details of design and construction shall be such asto give reasonable assurance that all aeroplane parts willfunction effectively and reliably in the anticipated operatingconditions. They shall be based upon practices that experiencehas proven to be satisfactory or that are substantiated byspecial tests or by other appropriate investigations or both.They shall also observe Human Factors principles.

Note.— Guidance material on Human Factors principlescan be found in the Human Factors Training Manual(Doc 9683).

D.1.2 Substantiating tests

The functioning of all moving parts essential to the safeoperation of the aeroplane shall be demonstrated by suitabletests in order to ensure that they will function correctly underall operating conditions for such parts.

D.1.3 Materials

All materials used in parts of the aeroplane essential for itssafe operation shall conform to approved specifications. Theapproved specifications shall be such that materials acceptedas complying with the specifications will have the essentialproperties assumed in the design. The effect of the materialson the occupants of the aeroplane and other persons on theground, and the environment in general, in normal andemergency situations, shall be taken into account.

D.1.4 Fabrication methods


D.1.5 Protection

The structure shall be protected against deterioration or loss ofstrength in service due to weathering, corrosion, abrasion, orother causes, which could pass unnoticed, taking into accountthe maintenance the aeroplane will receive.

D.1.6 Inspection provisions

Adequate provision shall be made to permit any necessaryexamination, replacement, or reconditioning of parts of theaeroplane that require such attention, either periodically orafter unusually severe operations.

D.2 Systems design features


a) Controls and control systems. The design of the controlsand control systems shall be such as to minimize thepossibility of jamming, inadvertent operation includingprevention of mis-assembly, and unintentional engage-ment of control surface locking devices.

b) System survivability.

1) For aeroplanes of a maximum certificated take-offmass in excess of 45 500 kg or with a passengerseating capacity greater than 60, aeroplane systemsshall be designed, arranged and physically separatedto maximize the potential for continued safe flightand landing after any event resulting in damage tothe aeroplane structure or systems.

2) Recommendation.— For aeroplanes of a maximumcertificated take-off mass in excess of 5 700 kg butnot exceeding 45 500 kg, aeroplane systems shouldbe designed, arranged and physically separated tomaximize the potential for continued safe flight andlanding after any event resulting in damage to theaeroplane structure or systems.

c) Crew environment. The design of the flight crewcompartment shall be such as to minimize the possibilityof incorrect or restricted operation of the controls by thecrew, due to fatigue, confusion or interference.Consideration shall be given at least to the following:layout and identification of controls and instruments,rapid identification of emergency situations, sense ofcontrols, ventilation, heating and noise.

d) Pilot vision. The arrangement of the flight crewcompartment shall be such as to afford a sufficientlyextensive, clear and undistorted field of vision for the

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safe operation of the aeroplane, and to prevent glare andreflections that would interfere with the pilot’s vision.The design features of the windshield shall permit,under precipitation conditions, sufficient vision for thenormal conduct of flight and for the execution ofapproaches and landings.

e) Provision for emergencies. Means shall be providedwhich shall either automatically prevent, or enable theflight crew to deal with, emergencies resulting fromforeseeable failures of equipment and systems, thefailure of which would endanger the aeroplane.Reasonable provisions shall be made for continuation ofessential services following power-unit or systems’failures to the extent that such failures are catered for inthe performance and operating limitations specified inthe Standards in this Annex and in Annex 6, Parts Iand II.

f) Fire precautions. The design of the aeroplane and thematerials used in its manufacture shall be such as tominimize the possibility of in-flight and ground fires, tominimize the production of smoke and toxic gases in theevent of a fire and to delay the occurrence of flashoverin the cabin. Means shall be provided to contain or todetect and extinguish such fires as might occur in sucha way that no additional danger to the aeroplane iscaused. Lavatories installed in aeroplanes shall beequipped with a smoke detection system and a built-infire extinguisher system for each receptacle intended forthe disposal of towels, paper or waste.

g) Cargo compartment protection.

1) each cargo compartment accessible to a crewmember in a passenger-carrying aeroplane shall beequipped with a fire suppression system;

2) each cargo compartment not accessible to a crewmember shall be equipped with a built-in firedetection system and a built-in fire starvation orsuppression system; and

3) cargo compartment fire suppression systems,including their extinguishing agents, shall bedesigned so as to take into account a sudden andextensive fire such as could be caused by anexplosive or incendiary device or dangerous goods.

h) Incapacitation of occupants.

1) For aeroplanes of a maximum certificated take-offmass in excess of 45 500 kg or with a passengerseating capacity greater than 60, design precautionsshall be taken to protect against possible instances ofcabin depressurization and against the presence ofsmoke or other toxic gases, including those causedby explosive or incendiary devices or dangerousgoods, which could incapacitate the occupants of theaeroplane.

2) Recommendation.— For aeroplanes of a maximumcertificated take-off mass in excess of 5 700 kg butnot exceeding 45 500 kg, design precautions shouldbe taken to protect against possible instances ofcabin depressurization and against the presence ofsmoke or other toxic gases, including those causedby explosive or incendiary devices or dangerousgoods, which could incapacitate the occupants of theaeroplane.

i) Protection of the flight crew compartment from smokeand fumes.

1) For aeroplanes of a maximum certificated take-offmass in excess of 45 500 kg or with a passengerseating capacity greater than 60, means shall beprovided to minimize entry into the flight crewcompartment of smoke, fumes and noxious vapoursgenerated by an explosion or fire on the aeroplane.

2) Recommendation.— For aeroplanes of a maximumcertificated take-off mass in excess of 5 700 kg butnot exceeding 45 500 kg, means should be providedto minimize entry into the flight crew compartment ofsmoke, fumes and noxious vapours generated by anexplosion or fire on the aeroplane.

D.3 Aeroelasticity

The aeroplane shall be designed to be free from flutter,structural divergence, and loss of control due to structuraldeformation, at all speeds within and sufficiently beyond thedesign envelope to comply with A.2.1. Account shall be takenof the characteristics of the aeroplane and variations in pilotskill and workload. Allowable limits for aerodynamic controlsurfaces and how those limits are to be monitored shall bespecified so as to ensure that the aeroplane remains free fromaeroelastic problems during its operational life.

D.4 Occupants accommodation features

D.4.1 Seating and restraints

Adequate seating and restraints shall be provided for theoccupants, taking account of the likely flight and emergencylanding loads to be encountered. Attention shall be paid tominimizing injury to occupants due to contact withsurrounding structure during the operation of the aeroplane.

D.4.2 Cabin environment

Ventilation, heating and, where applicable, pressurizationsystems shall be designed to provide the cabin with an

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adequate environment during the anticipated flight and groundor water operating conditions. The systems design shall alsoconsider likely emergency conditions.

D.5 Electrical bonding

Electrical bonding and protection against lightning and staticelectricity shall be such as to:

a) protect the aeroplane, its systems, its occupants andthose who come in contact with the aeroplane on theground or water from the dangerous effects of lightningdischarge and electrical shock; and

b) prevent dangerous accumulation of electrostatic charge.

D.6 Emergency landing provisions

D.6.1 Provisions shall be made in the design of theaeroplane to protect the occupants, in the event of anemergency landing, from fire and from the direct effects ofdeceleration forces as well as from injuries arising from theeffect of deceleration forces on the aeroplane’s interiorequipment.

D.6.2 Facilities shall be provided for the rapid evacuationof the aeroplane in conditions likely to occur following anemergency landing. Such facilities shall be related to thepassenger and crew capacity of the aeroplane and shall beshown to be suitable for their intended purpose.

D.6.3 The interior layout of the cabin and the position andnumber of emergency exits, including the means of locatingand illuminating the escape paths and exits, shall be such as tofacilitate rapid evacuation of the aeroplane in conditions likelyto occur following an emergency landing.

D.6.4 On aeroplanes certificated for ditching conditions,provisions shall be made in the design to give maximumpracticable assurance that safe evacuation from the aeroplaneof passengers and crew can be executed in case of ditching.

D.7 Ground handling

Adequate provisions shall be made in the design to minimizethe risk that ground-handling operations (e.g. towing, jacking)may cause damage, which could pass unnoticed, to the parts ofthe aeroplane essential for its safe operation. The protectionthat any limitations and instructions for such operations mightprovide may be taken into account.

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SUB-PART E. POWERPLANT

E.1 Engines

Each engine type shall be certificated to an appropriateairworthiness requirement.

E.2 Propellers

Each propeller type shall be certificated to an appropriateairworthiness requirement.

E.3 Powerplant installation

E.3.1 Compliance with engine andpropeller limitations

The powerplant installation shall be so designed that theengines and propellers (if applicable) are capable of beingused in the anticipated operating conditions. In conditionsestablished in the flight manual, the aeroplane shall be capableof being operated without exceeding the limitations establishedfor the engines and propellers in accordance with this sub-part.

E.3.2 Control of engine rotation


E.3.3 Turbine engine

For a turbine engine installation:

a) the design shall minimize the hazards to the aeroplane inthe event of failure of engine rotating parts, or an enginefire which burns through the engine case; and

b) the power-unit together with the associated enginecontrol devices, systems and instrumentation shall bedesigned to give reasonable assurance that those engineoperating limitations that adversely affect the structuralintegrity of rotating parts shall not be exceeded inservice.

E.3.4 Engine restarting

Means shall be provided for restarting an engine in flight ataltitudes up to a declared maximum altitude.

E.3.5 Arrangement and functioning

E.3.5.1 Independence of power-units

The powerplant shall be arranged and installed so that eachpower-unit together with its associated systems is capable ofbeing controlled and operated independently from the othersand so that there is at least one arrangement of the powerplantand systems in which any failure, unless the probability of itsoccurrence is extremely remote, cannot result in a loss of morepower than that resulting from complete failure of the criticalpower-unit.

E.3.5.2 Propeller vibration

The propeller vibration stresses shall be determined and shallnot exceed values that have been found safe for operationwithin the operating limitations established for the aeroplane.

E.3.5.3 Cooling

The cooling system shall be capable of maintaining power-plant temperatures within the established limits (see E.3.1) atambient air temperatures up to the maximum air temperatureappropriate to the intended operation of the aeroplane. Themaximum and, if necessary, minimum ambient air temperaturefor which the powerplant has been established as beingsuitable shall be scheduled in the flight manual.

E.3.5.4 Associated systems

The fuel, oil, air induction, and other systems associated withthe power-unit shall be capable of supplying each engine inaccordance with its established requirements, under allconditions affecting the functioning of the systems (e.g. enginepower or thrust, aeroplane attitudes and accelerations, atmos-pheric conditions, fluid temperatures) within the anticipatedoperating conditions.

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E.3.5.5 Fire protection

For regions of the powerplant where the potential fire hazardsare particularly serious because of the proximity of ignitionsources to combustible materials, the following shall apply inaddition to the general Standard of D.2 e).

a) Isolation. Such regions shall be isolated by fireproofmaterial from other regions of the aeroplane where thepresence of fire would jeopardize continued flight,taking into account the probable points of origin andpaths of propagation of fire.

b) Flammable fluids. Flammable fluid system componentslocated in such regions shall be capable of containingthe fluid when exposed to fire conditions. Drainage of

each region shall be provided to minimize hazardsresulting from the failure of any component containingflammable fluids. Means shall be provided for the crewto shut off the flow of flammable fluids into suchregions if a fire occurs.

c) Fire detection. A sufficient number of fire detectors shallbe provided and located to ensure rapid detection of anyfire that might occur in such regions.

d) Fire extinguishment. Such regions shall be provided witha fire extinguisher system capable of extinguishing anyfire likely to occur therein, unless the degree of iso-lation, quantity of combustibles, fire resistance of thestructure, and other factors are such that any fire likelyto occur in the region would not jeopardize the safety ofthe aeroplane.

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SUB-PART F. SYSTEMS AND EQUIPMENT

F.1 General

F.1.1 The aeroplane shall be provided with approvedinstruments, equipment and systems, including guidance andflight management systems necessary for the safe operation ofthe aeroplane in the anticipated operating conditions. Theseshall include the instruments and equipment necessary toenable the crew to operate the aeroplane within its operatinglimitations. Instruments and equipment design shall observeHuman Factors principles.

Note 1.— Instruments and equipment additional to theminimum necessary for the issuance of a Certificate ofAirworthiness are prescribed in Annex 6, Parts I and II, forparticular circumstances or on particular kinds of routes.

Note 2.— For systems software assessment, see Sub-part H.


F.1.2 The design of the instruments, equipment andsystems required by F.1.1 and their installation shall be suchthat:

a) an inverse relationship exists between the probability ofa failure condition and the severity of its effect on theaircraft and its occupants, as determined by a systemsafety assessment process;

b) they perform their function under all anticipated oper-ating conditions; and

c) electromagnetic interference between them is mini-mized.

F.1.3 Means shall be provided to warn the crew of unsafesystem operating conditions and to enable them to takecorrective action.

F.1.4 The design of the electrical power supply systemshall be such as to enable it to supply power loads duringnormal operations of the aeroplane and essential power loadsafter failures that affect the electrical generating system andunder expected environmental conditions.

F.2 Installation

Instrument and equipment installations shall comply with theStandards of Sub-part D.

F.3 Safety and survival equipment


F.4 Navigation lightsand anti-collision lights

F.4.1 The lights required by Annex 2 to be displayed byaeroplanes in flight or operating on the movement area of anaerodrome shall have intensities, colours, fields of coverageand other characteristics such that they furnish the pilot ofanother aircraft or personnel on the ground with as much timeas possible for interpretation and for subsequent manoeuvrenecessary to avoid a collision. In the design of such lights, dueaccount shall be taken of the conditions under which they mayreasonably be expected to perform these functions.


Note 2.— See Volume II, Part A, Chapter 4 of the Air-worthiness Manual (Doc 9760) for detailed technicalspecifications for exterior lights for aeroplanes.

F.4.2 Lights shall be installed in aeroplanes so as tominimize the possibility that they will:


b) subject a person outside the aeroplane to harmful dazzle.

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Note.— In order to avoid the effects mentioned in F.4.2, itwill be necessary in some cases to provide means whereby thepilot can switch off or reduce the intensity of the flashinglights.

F.5 Electromagnetic interference protection

Aeroplane electronic systems, particularly flight-critical andflight-essential systems, shall be protected against electro-magnetic interference from both internal and external sources.

F.6 Ice protection

If certification for flight in icing conditions is requested, theaeroplane shall be shown to be able to operate safely in icingconditions likely to be encountered in all expected operatingenvironments.

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SUB-PART G. OPERATING LIMITATIONS AND INFORMATION

G.1 General

The operating limitations within which compliance with theStandards of this Annex is determined, together with any otherinformation necessary to the safe operation of the aeroplane,shall be made available by means of a flight manual, markingsand placards, and such other means as may effectivelyaccomplish the purpose. The limitations and information shallinclude at least those prescribed in this sub-part.

G.2 Operating limitations

G.2.1 Limitations which there is a risk of exceeding inflight and which are defined quantitatively shall be expressedin suitable units and corrected if necessary for errors inmeasurements so that the flight crew can, by reference to theinstruments available to them, readily determine when thelimitations are reached.

G.2.2 Loading limitations

The loading limitations shall include all limiting masses,centres of gravity positions, mass distributions, and floorloadings (see A.2.2).

G.2.3 Airspeed limitations

The airspeed limitations shall include all speeds (see C.5) thatare limiting from the standpoint of structural integrity or flyingqualities of the aeroplane, or from other considerations. Thesespeeds shall be identified with respect to the appropriateaeroplane configurations and other pertinent factors.

G.2.4 Powerplant limitations

The powerplant limitations shall include all those establishedfor the various powerplant components as installed in theaeroplane (see E.3.1 and E.3.5.3).

G.2.5 Limitations onequipment and systems

The limitations on equipment and systems shall include allthose established for the various equipment and systems asinstalled in the aeroplane.

G.2.6 Miscellaneous limitations

Miscellaneous limitations shall include any necessary limi-tations with respect to conditions found to be prejudicial to thesafety of the aeroplane (see A.2.1).

G.2.7 Flight crew limitations

The flight crew limitations shall include the minimum numberof flight crew personnel necessary to operate the aeroplane,having regard, among other things, to the accessibility to theappropriate crew members of all necessary controls andinstruments and to the execution of the established emergencyprocedures.

Note.— See Annex 6 — Operation of Aircraft, Parts I andII, for the circumstances in which the flight crew shall includemembers in addition to the minimum flight crew defined in thisAnnex.

G.2.8 Flying time limitation after systemor power-unit failure

The systems limitations shall include the maximum flying timefor which system reliability has been established in relation tothe approval of operations by aeroplanes with two turbinepower-units beyond the threshold time established in accord-ance with 4.7 of Annex 6, Part I.

Note.— The maximum time established in accordance with4.7 of Annex 6, Part I, for a particular route may be less thanthat determined in accordance with G.2.8 because of theoperational considerations involved.

G.3 Operating information and procedures

G.3.1 Types of eligible operations

The particular types of operations for which the aeroplane hasbeen shown to be eligible by virtue of compliance with theappropriate airworthiness requirements shall be listed.

G.3.2 Loading information

The loading information shall include the empty mass of theaeroplane, together with a definition of the condition of the

ANNEX 8 IIIB-G-1 2/3/04



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aeroplane at the time of weighing, the corresponding centre ofgravity position, and the reference points and datum lines towhich the centre of gravity limits are related.

Note.— Usually the empty mass excludes the mass of thecrew and payload, the usable fuel supply and the drainableoil; it includes the mass of all fixed ballast, unusable fuelsupply, undrainable oil, total quantity of engine coolant andtotal quantity of hydraulic fluid.

G.3.3 Operating procedures

A description shall be given of normal and emergency oper-ating procedures which are peculiar to the particular aeroplaneand necessary for its safe operation. These shall includeprocedures to be followed in the event of failure of one ormore power-units.

G.3.4 Handling information

Sufficient information shall be given on any significant orunusual features of the aeroplane characteristics. Thosestalling speeds or minimum steady flight speeds required to beestablished by B.4.2.3 shall be scheduled.

G.3.5 Least-risk bomb location

For aeroplanes of a maximum certificated take-off mass inexcess of 45 500 kg or with a passenger seating capacitygreater than 60, a least-risk location on the aeroplane shall beidentified where a bomb or other explosive device may beplaced to minimize the effects on the aeroplane in the case ofdetonation.

G.4 Performance information

The performance of the aeroplane shall be scheduled inaccordance with B.2. There shall be included informationregarding the various aeroplane configurations and powers orthrusts involved and the relevant speeds, together with infor-mation that would assist the flight crew in attaining theperformance as scheduled.

G.5 Flight manual

A flight manual shall be made available. It shall identifyclearly the specific aeroplane or series of aeroplanes to whichit is related. The flight manual shall include at least the

limitations, information and procedures specified in thissub-part, except those specified in G.7.

G.6 Markings and placards

G.6.1 Markings and placards on instruments, equipment,controls, etc., shall include such limitations or information asnecessary for the direct attention of the flight crew duringflight.

G.6.2 Markings and placards or instructions shall beprovided to give any information that is essential to the groundcrew in order to preclude the possibility of mistakes in groundservicing (e.g. towing, refuelling) that could pass unnoticedand that could jeopardize the safety of the aeroplane insubsequent flights.

G.7 Continuing airworthiness

G.7.1 General

Information for use in developing procedures for maintainingthe aeroplane in an airworthy condition shall be madeavailable. The information shall include that described inG.7.2, G.7.3 and G.7.4.

G.7.2 Maintenance information

Maintenance information shall include a description of theaeroplane and recommended methods for the accomplishmentof maintenance tasks. Such information shall include guidanceon defect diagnosis.

G.7.3 Maintenance programmeinformation

Maintenance programme information shall include themaintenance tasks and the recommended intervals at whichthese tasks are to be performed.

G.7.4 Maintenance information resulting from the type design approval

Maintenance tasks and frequencies that have been specified asmandatory by the State of Design in approval of the typedesign shall be identified as such.

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No. 99



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ANNEX 8 IIIB-H-1 2/3/04

SUB-PART H. SYSTEMS SOFTWARE

All systems software shall be designed and validated such asto ensure that the systems in which they are used perform theirintended functions with a level of safety that complies with therequirements of Part IIIB, notably those of F.1.2 a) and F.1.3.

Note.— Some States accept the use of national/inter-national industry standards, such as RTCA/DO-178 orEUROCAE ED12, for the design and testing of systemssoftware.



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ANNEX 8 IIIB-I-1 2/3/04

SUB-PART I. CRASHWORTHINESS AND CABIN SAFETY

I.1 General

Developments in the subject of crashworthiness shall be takeninto account in the design of aeroplanes to improve theprobability of occupant survival.

I.2 Design emergency landing loads

Emergency landing (crash) loads shall be determined for allcategories of aeroplanes so that the interiors, furnishings,support structure and safety equipment can be designed tomaximize survivability for the occupants. Items to beconsidered shall include:

a) dynamic effects;

b) restraint criteria for items that could cause a hazard;

c) distortion of the fuselage in the areas of emergencyexits;

d) fuel cell integrity and position; and

e) integrity of electrical systems to avoid sources ofignition.

I.3 Cabin fire protection

The cabin shall be so designed as to provide fire protection tothe occupants in the event of airborne systems failures or acrash situation. Items to be considered shall include:

a) flammability of cabin interior materials;

b) fire resistance and the generation of smoke and toxicfumes;

c) provision of safety features to allow for safe evacuation;and

d) fire detection and suppression equipment.

I.4 Evacuation

The aeroplane shall be equipped with sufficient emergencyexits to allow maximum opportunity for cabin evacuationwithin an appropriate time period. Items to be considered shallinclude:

a) number of seats and seating configuration;

b) number, location and size of exits;

c) marking of exits and provision of instructions for use;

d) likely blockages of exits;

e) operation of exits; and

f) positioning and weight of evacuation equipment at exits,e.g. slides and rafts.

I.5 Lighting and marking

Emergency lighting shall be provided which includes thefollowing characteristics:

a) independence from main electrical supply;

b) automatic activation upon loss of normal power/impact;

c) visual indication of the path to emergency exits insmoke-filled cabin conditions;

d) illumination both inside and outside the aeroplaneduring evacuation; and

e) no additional hazard in the event of fuel spillage.

I.6 Survival equipment

The aeroplane shall be so equipped as to provide the crew andoccupants with the maximum opportunity to survive in theexpected external environment for a reasonable time-span.Items to be considered shall include:

a) number of life-rafts/life jackets;

b) survival equipment suited to the likely environment;

c) emergency radios and pyrotechnical distress signallingequipment; and

d) automatic emergency radio beacons.



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ANNEX 8 IIIB-J-1 2/3/04

SUB-PART J. OPERATING ENVIRONMENT AND HUMAN FACTORS

J.1 General

The aeroplane shall be designed to allow safe operation withinthe performance limitations of its passengers and those whooperate, maintain and service it.

Note.— The human/machine interface is often the weak linkin an operating environment and so it is necessary to ensurethat the aeroplane is capable of being controlled at all phasesof the flight (including any degradation due to failures) andthat neither the crew nor passengers are harmed by theenvironment in which they have been placed for the durationof the flight.

J.2 Flight crew

J.2.1 The aeroplane shall be designed in such a way as toallow safe and efficient control by the flight crew. The designshall allow for variations in flight crew skill and physiologycommensurate with flight crew licensing limits. Account shallbe taken of the different expected operating conditions of theaeroplane in its environment, including operations degraded byfailures.

J.2.2 The workload imposed on the flight crew by thedesign of the aeroplane shall be reasonable at all stages offlight. Workload may be considered to be both cognitive andphysiological. Particular consideration shall be given to criticalstages of flight and critical events which may reasonably beexpected to occur during the service life of the aeroplane, suchas a contained engine failure or windshear encounter.

J.3 Ergonomics

During design of the aeroplane, account shall be taken ofergonomic factors including:

a) ease of use and prevention of inadvertent misuse;

b) ease of access;

c) working environment;

d) standardization and commonality; and

e) maintainability.

J.4 Operatingenvironmental factors

The design of the aeroplane shall take into consideration theflight crew operating environment including:

a) effect of aeromedical factors such as level of oxygen,temperature, humidity, noise and vibration;

b) effect of physical forces during normal flight;

c) effect of prolonged operation at high altitude; and

d) physical comfort.



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ANNEX 8 IIIB-K-1 2/3/04

SUB-PART K. SECURITY

K.1 Aeroplanes used for domesticcommercial operations

Recommendation.— International Standards and Rec-ommended Practices set forth in this chapter should beapplied by all Contracting States for aeroplanes engaged indomestic commercial operations (air services).

K.2 Least-risk bomb location

For aeroplanes of a maximum certificated take-off mass inexcess of 45 500 kg or with a passenger seating capacitygreater than 60, consideration shall be given during the designof the aeroplane to the provision of a least-risk bomb locationso as to minimize the effects of a bomb on the aeroplane andits occupants.

K.3 Protection of the flight crew compartment

K.3.1 In all aeroplanes, which are required by Annex 6,Part I, Chapter 13 to have an approved flight crewcompartment door, and for which an application for the issueof a type certificate is first submitted to the appropriatenational authority on or after 20 May 2006, the flight crewcompartment bulkheads, floors and ceilings shall be designed

to resist penetration by small arms fire and grenade shrapneland to resist forcible intrusions, if these areas are accessible inflight to passengers and cabin crew.

K.3.2 Recommendation.— In all aeroplanes, which arerequired by Annex 6, Part I, Chapter 13 to have an approvedflight crew compartment door, and for which an applicationfor amending the type certificate to include a derivative typedesign is submitted to the appropriate national authority on orafter 20 May 2006, consideration should be given toreinforcing the flight crew compartment bulkheads, floors andceilings so as to resist penetration by small arms fire andgrenade shrapnel and to resist forcible intrusions, if theseareas are accessible in flight to passengers and cabin crew.

Note.— Standards and Recommended Practices concerningthe requirements for the flight crew compartment door in allcommercial passenger-carrying aeroplanes are contained inAnnex 6, Part I, Chapter 13.

K.4 Interior design

For aeroplanes of a maximum certificated take-off mass inexcess of 45 500 kg or with a passenger seating capacitygreater than 60, consideration shall be given to design featuresthat will deter the easy concealment of weapons, explosives orother dangerous objects on board aircraft and that willfacilitate search procedures for such objects.

20/5/06

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ANNEX 8 IV-1-1 2/3/04

PART IV. HELICOPTERS

CHAPTER 1. GENERAL

1.1 Applicability

1.1.1 The Standards of Part IV are applicable in respect ofall helicopters designated in 1.1.2 that are of types of which theprototype is submitted to the appropriate national authoritiesfor certification on or after 22 March 1991.

Note.— The Council recognizes that the Standards relatingto fire protection, crash survival and provisions for emergencyare very important to safety and urges the implementation ofthe substance of these Standards as soon as it is feasible andpracticable before the applicable date.

1.1.2 The Standards of Part IV shall apply to helicoptersintended for the carriage of passengers or cargo or mail ininternational air navigation.

Note.— The following Standards do not include quantitativespecifications comparable to those found in national air-worthiness codes. In accordance with 3.2.2 of Part II, they areto be supplemented by national requirements prepared byContracting States.

1.1.3 The level of airworthiness defined by the appro-priate parts of the comprehensive and detailed nationalcode referred to in 3.2.2 of Part II for the helicoptersdesignated in 1.1.2 shall be at least substantially equivalent tothe overall level intended by the broad Standards of Part IV.

1.1.4 Unless otherwise stated, the Standards apply to thecomplete helicopter including power-units, systems andequipment.

1.2 Limitations

1.2.1 Limiting conditions shall be established for thehelicopter, its power-units and its equipment (see 9.2). Com-pliance with the Standards of Part IV shall be estab-lished assuming that the helicopter is operated within thelimitations specified. The limitations shall be sufficientlyremoved from any conditions prejudicial to the safety of thehelicopter to render the likelihood of accidents arisingtherefrom extremely remote.

1.2.2 Limiting ranges of mass, centre of gravity location,load distribution, speeds and ambient conditions shall be

established within which compliance with all the pertinentStandards in Part IV is shown, except that combinations ofconditions which are fundamentally impossible to achieveneed not be considered.


Note 2.— The following items, for instance, may beconsidered as basic helicopter limitations:

— maximum certificated take-off (including lift-off) mass

— maximum certificated ground-taxiing mass

— maximum certificated landing mass

— most forward, rearward, and lateral centre of gravitypositions in various configurations

— maximum certificated cargo sling mass.

Note 3.— Maximum operating mass may be limited by theapplication of Noise Certification Standards (see Annex 16,Vol. I, and Annex 6, Part III).

1.3 Unsafe features and characteristics

The helicopter shall not possess any feature or characteristicthat renders it unsafe under the anticipated operatingconditions.

1.4 Proof of compliance

1.4.1 Compliance with the appropriate airworthinessrequirements shall be based on evidence either from tests,calculations, calculations based on tests, or other methods,provided that in each case the accuracy achieved will ensure alevel of airworthiness equal to that which would be achievedwere direct tests conducted.

1.4.2 The tests of 1.4.1 shall be such as to providereasonable assurance that the helicopter, its components andequipment are reliable and function correctly under theanticipated operating conditions.



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CHAPTER 2. FLIGHT

2.1 General

2.1.1 Compliance with the Standards prescribed inChapter 2 shall be established by flight or other tests con-ducted upon a helicopter or helicopters of the type for whicha Certificate of Airworthiness is sought, or by calculations (orother methods) based on such tests, provided that the resultsobtained by calculations (or other methods) are equal inaccuracy to, or conservatively represent, the results of directtesting.

2.1.2 Compliance with each Standard shall be establishedfor all applicable combinations of helicopter mass and centreof gravity position, within the range of loading conditions forwhich certification is sought.

2.1.3 Where necessary, appropriate helicopter configur-ations shall be established for the determination of perform-ance in the various stages of flight and for the investigation ofthe helicopter’s flying qualities.

2.2 Performance

2.2.1 General

2.2.1.1 Sufficient data on the performance of the heli-copter shall be determined and scheduled in the helicopterflight manual to provide operators with the necessary infor-mation for the purpose of determining the total mass of thehelicopter on the basis of the values, peculiar to the proposedflight, of the relevant operational parameters, in order that theflight may be made with reasonable assurance that a safeminimum performance for that flight will be achieved.

2.2.1.2 The performance scheduled for the helicoptershall take into consideration human performance and inparticular shall not require exceptional skill or alertness on thepart of the pilot.


2.2.1.3 The scheduled performance of the helicopter shallbe consistent with compliance with 1.2.1 and with the oper-ation in logical combinations of those of the helicopter’ssystems and equipment, the operation of which may affectperformance.

2.2.2 Minimum performance

At the maximum mass scheduled (see 2.2.3) for take-off andfor landing as functions of the take-off or landing site elevationor pressure-altitude either in the standard atmosphere or inspecified still air atmospheric conditions, and, for wateroperations, in specified conditions of smooth water, thehelicopter shall be capable of accomplishing the minimumperformances specified in 2.2.2.1 and 2.2.2.2, respectively, notconsidering obstacles, or final approach and take-off arealength.

Note.— This Standard permits the maximum take-off massand maximum landing mass to be scheduled in the helicopterflight manual against, for example at the take-off or landingsite:

— elevation, or

— pressure-altitude, or

— pressure-altitude and atmospheric temperature,

so as to be readily usable when applying the national code onhelicopter performance operating limitations.

2.2.2.1 Take-off

a) In the event of critical power-unit failure, at or after thetake-off decision point (for performance Class 1) or thedefined point after take-off (for performance Class 2),performance Classes 1 and 2 helicopters shall be capable ofcontinuing safe flight, the remaining power-unit(s) beingoperated within the approved limitations.

b) The minimum performance at all stages of take-off andclimb shall be sufficient to ensure that under conditions ofoperation departing slightly from the idealized conditionsfor which data are scheduled (2.2.3), the departure from thescheduled values is not disproportionate.

2.2.2.2 Landing

a) Starting from the approach configuration, in the eventof critical power-unit failure at or before the landingdecision point (performance Class 1) or the definedpoint before landing (performance Class 2), the heli-copter shall be capable of continuing safe flight, theremaining power-unit(s) being operated within theapproved limitations.

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ANNEX 8 IV-2-1 2/3/04



Annex 8 — Airworthiness of Aircraft Part IV


b) Starting from the landing configuration, the helicopter shallbe capable, in the event of a balked landing, of making aclimb-out, with all power-units operating.

2.2.3 Scheduling of performance

Performance data shall be determined and scheduled in thehelicopter flight manual so that their application by means ofthe operating rules to which the helicopter is to be operatedin accordance with 5.1.2 of Annex 6, Part III, will provide asafe relationship between the performance of the helicopterand the aerodromes, heliports and routes on which it iscapable of being operated. Performance data shall be deter-mined and scheduled for the following stages for the rangesof mass, altitude or pressure-altitude, wind velocity, andother ambient conditions and any other operational variablesfor which the helicopter is to be certificated, and additionallyfor amphibians, water surface conditions and strength ofcurrent.

2.2.3.1 Take-off. The take-off performance data shallinclude the take-off distance required and the take-off path. Forperformance Class 1 helicopters, it shall also include therejected take-off distance required.

2.2.3.1.1 Take-off decision point. (For performanceClass 1 helicopters only) The take-off decision point shall bethe point in the take-off phase used in determining take-offperformance and from which either a rejected take-off may bemade or a take-off safely continued, with the criticalpower-unit inoperative.

2.2.3.1.2 Take-off distance required. (For performanceClass 1 helicopters only) The take-off distance required shallbe the horizontal distance required from the start of thetake-off to the point at which VTOSS, a selected height abovethe take-off surface, and a positive climb gradient are achieved,following failure of the critical power-unit at the take-offdecision point, the remaining power-unit(s) operating withinapproved operating limits.

2.2.3.1.3 Rejected take-off distance required. (Forperformance Class 1 helicopters only) The rejected take-offdistance required shall be the horizontal distance required fromthe start of the take-off to the point where the helicopter comesto a complete stop following a power-unit failure and rejectionof the take-off at the take-off decision point.

2.2.3.1.4 Take-off distance required. (For perform-ance Class 2 and 3 helicopters only) The take-off distancerequired shall be the horizontal distance required from thestart of take-off to the point where the best rate of climbspeed (Vy) or the best angle of climb speed (Vx) or aselected intermediate speed (provided this speed does notinvolve flight within the avoid areas of the height-velocitydiagrams) and a selected height above the take-off surface areachieved, all engines operating at approved take-off power.

2.2.3.2 En route. The en-route performance shall be theclimb, cruise, or descent performance with:

a) the critical power-unit inoperative;

b) the two critical power-units inoperative in the case ofhelicopters having three or more power-units; and

c) the operating engine(s) not exceeding the power forwhich they are certificated.

2.2.3.3 Landing. The landing performance data shallinclude the landing distance required and, for performanceClass 1 helicopters, the landing decision point.

2.2.3.3.1 Landing decision point. (For performanceClass 1 helicopters only) The landing decision point shall bethe latest point in the approach phase from which either alanding may be made or a rejected landing (go-around) safelyinitiated, with the critical power-unit inoperative.

2.2.3.3.2 Landing distance required. Landing distancerequired shall be the horizontal distance required to land andcome to a complete stop from a point on the approach flightpath at a selected height above the landing surface.

2.3 Flying qualities

The helicopter shall comply with the Standards of 2.3 at allaltitudes up to the maximum anticipated altitude relevant to theparticular requirement in all temperature conditions relevant tothe altitude in question and for which the helicopter isapproved.

2.3.1 Controllability

The helicopter shall be controllable and manoeuvrable underall anticipated operating conditions, and it shall be possible tomake smooth transitions from one flight condition to another(e.g. turns, sideslips, changes of engine power, changes ofhelicopter configurations) without requiring exceptional skill,alertness, or strength on the part of the pilot even in the eventof failure of any power-unit. A technique for safely controllingthe helicopter shall be established for all stages of flight andhelicopter configurations for which performance is scheduled.


2.3.1.1 Controllability on the ground (or water). Thehelicopter shall be controllable on the ground (or on thewater) during taxiing, take-off and landing under the antici-pated operating conditions.

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Chapter 2 Annex 8 — Airworthiness of Aircraft


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2.3.1.2 Controllability during take-off. The helicoptershall be controllable in the event of sudden failure of thecritical power-unit at any point in the take-off, when the heli-copter is handled in the manner associated with the schedulingof the take-off data.

2.3.2 Characteristics of flight controls

The helicopter shall have such trim and handling capabilitiesas to ensure that the demands made on the pilot’s attention andability to maintain a desired flight condition are not excessivewhen account is taken of the stage of flight at which thesedemands occur and their duration. In the event of a mal-function of the systems associated with the flight controls,there must not be any significant deterioration of the handlingcharacteristics.

2.3.3 Stability

The helicopter shall have such stability in relation to its otherflight characteristics, performance, structural strength, andmost probable operating conditions (e.g. helicopter configur-ations and speed ranges) as to ensure that demands made onthe pilot’s powers of concentration are not excessive whenthe stage of the flight at which these demands occur and theirduration are taken into account. The stability of the helicop-ter shall not, however, be such that excessive demands are

made on the pilot’s strength or that the safety of thehelicopter is prejudiced by lack of manoeuvrability inemergency conditions.

2.3.4 Autorotation

2.3.4.1 Rotor speed control. The autorotation character-istics of the helicopter shall be such as to enable the pilot tocontrol the rotor speed to within prescribed limits and tomaintain full control of the helicopter.

2.3.4.2 Behaviour following a power loss. The behaviourof the helicopter following a power loss shall not be soextreme as to make difficult a prompt recovery of rotor speedwithout exceeding the airspeed or strength limitations of thehelicopter.

2.3.4.3 Autorotation airspeeds. The autorotation airspeedsrecommended for maximum range and minimum rate ofdescent shall be established.

2.3.5 Flutter and vibration

It shall be demonstrated by suitable tests that all parts of thehelicopter are free from flutter and excessive vibration in allhelicopter configurations under all speed conditions within theoperating limitations of the helicopter (see 1.2.2). There shallbe no vibration severe enough to interfere with control of thehelicopter, to cause structural damage or to cause excessivefatigue to the flight crew.

IV-2-3 2/3/04




CHAPTER 3. STRUCTURES

3.1 General

The Standards of Chapter 3 apply to the helicopter structureconsisting of all portions of the helicopter, the failure of whichwould seriously endanger the helicopter.

3.1.1 Mass and mass distribution


3.1.2 Limit loads

Except as might be otherwise qualified, the external loads andthe corresponding inertia loads, or resisting loads obtained forthe various loading conditions prescribed in 3.4, 3.5 and 3.6shall be considered as limit loads.

3.1.3 Strength and deformation

In the various loading conditions prescribed in 3.4, 3.5 and 3.6,no part of the helicopter structure shall sustain detrimentaldeformation at any load up to and including the limit load, andthe helicopter structure shall be capable of supporting theultimate load.

3.2 Airspeeds

3.2.1 Design airspeeds

Design airspeeds shall be established for which the helicopterstructure is designed to withstand the corresponding man-oeuvring and gust loads in accordance with 3.4.

3.2.2 Limiting airspeeds

Limiting airspeeds, based on the corresponding designairspeeds with safety margins, where appropriate, in accord-ance with 1.2.1 shall be included in the helicopterflight manual as part of the operating limitations (see9.2.2). When airspeed limitations are a function of mass,

mass distribution, altitude, rotor speed, power or otherfactors, airspeed limitations based on the critical combinationof these factors shall be established.

3.3 Main rotor(s)rotational speed limits

A range of main rotor(s) speeds shall be established that:

a) with power on, provides adequate margin to accommo-date the variations in rotor speed occurring in any appro-priate manoeuvre and is consistent with the kind ofgovernor or synchronizer used; and

b) with power off, allows each appropriate autorotativemanoeuvre to be performed throughout the ranges ofairspeed and mass for which certification is requested.

3.4 Flight loads

The flight loading conditions of 3.4.1, 3.4.2 and 3.6 shall beconsidered for the range of mass and mass distributionsprescribed in 3.1.1 and at airspeeds established in accordancewith 3.2.1. Asymmetrical as well as symmetrical loading shallbe taken into account. The air, inertia, and other loads resultingfrom the specified loading conditions shall be distributed so asto approximate actual conditions closely or to represent themconservatively.

3.4.1 Manoeuvring loads

Manoeuvring loads shall be computed on the basis ofmanoeuvring load factors appropriate to the manoeuvrespermitted by the operating limitations. They shall not be lessthan values that experience indicates will be adequate for theanticipated operating conditions.

3.4.2 Gust loads

Gust loads shall be computed for vertical and horizontal gustvelocities that statistics or other evidence indicate will beadequate for the anticipated operating conditions.

ANNEX 8 IV-3-1 2/3/04



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3.5 Ground and water loads

The structure shall be able to withstand all the loads dueto the reactions of the ground or water surface, as appli-cable, that are likely to arise during start-up, ground andwater taxiing, lift-off, touchdown and rotor braking.

3.5.1 Landing conditions

The landing conditions at the design take-off mass and at thedesign landing mass shall include such symmetrical andasymmetrical attitudes of the helicopter at ground or watercontact, such velocities of descent and such other factorsaffecting the loads imposed upon the structure as might bepresent in the anticipated operating conditions.

3.6 Miscellaneous loads

In addition to or in conjunction with the manoeuvringand gust loads and with the ground and water loads, con-sideration shall be given to all other loads (flightcontrol loads, cabin pressures, effects of engine operation,

loads due to changes of configuration, loads due toexternal mass, etc.) that are likely to occur in the anticipatedoperating conditions.

3.7 Flutter, divergence and vibration

Each part of the helicopter structure shall be free fromexcessive vibration or oscillation (ground resonance, flutter,etc.) under each appropriate speed and power condition.

3.8 Fatigue strength

The strength and fabrication of the helicopter shall be such asto ensure that the probability of disastrous fatigue failure of thehelicopter’s structure under repeated loads and vibratory loadsin the anticipated operating conditions is extremely remote.

Note.— This Standard can be complied with by theestablishment of “safe lives” or “fail safe” characteristics ofthe structure, having regard to the reasonable expected loadmagnitudes and frequencies under the anticipated operatingconditions and inspection procedures. For some parts of thestructure, it might be necessary to establish “fail safe”characteristics as well as “safe lives”.

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2/3/04 IV-3-2




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CHAPTER 4. DESIGN AND CONSTRUCTION

4.1 General

Details of design and construction shall be such as to givereasonable assurance that all helicopter parts will functioneffectively and reliably in the anticipated operating conditions.They shall be based upon practices that experience has provento be satisfactory or that are substantiated by special tests or byother appropriate investigations or both. They shall observeHuman Factors principles.

Note.— Guidance material on Human Factors principlescan be found in the Human Factors Training Manual(Doc 9683).

4.1.1 Substantiating tests

The functioning of all moving parts essential to the safeoperation of the helicopter shall be demonstrated by suitabletests in order to ensure that they will function correctly underall operating conditions for such parts.

4.1.2 Materials

All materials used in parts of the helicopter essential for itssafe operation shall conform to approved specifications. Theapproved specifications shall be such that materials acceptedas complying with the specifications will have the essentialproperties assumed in the design.

4.1.3 Fabrication methods


4.1.4 Protection

The structure shall be protected against deterioration or loss ofstrength in service due to weathering, corrosion, abrasion, orother causes, which could pass unnoticed, taking into accountthe maintenance the helicopter will receive.

4.1.5 Inspection provisions

Adequate provision shall be made to permit any necess-ary examination, replacement, or reconditioning of parts of

the helicopter that require such attention, either periodically orafter unusually severe operations.

4.1.6 Design features


a) Controls and control systems. The design of the controlsand control systems shall be such as to minimize thepossibility of jamming, inadvertent operations, andunintentional engagement of control surface lockingdevices.

i) Each control and control system shall operate withthe ease, smoothness and effectiveness appropriate toits function; and

ii) each element of each flight control system shall bedesigned to minimize the probability of any incorrectassembly that could result in the malfunction of thesystem.

b) Crew environment. The design of the flight crewcompartment shall be such as to minimize the possibilityof incorrect or restricted operation of the controls by thecrew, due to fatigue, confusion or interference. Con-sideration shall be given at least to the following: layoutand identification of controls and instruments, rapididentification of emergency situations, sense of controls,ventilation, heating and noise.

c) Pilot vision. The arrangement of the pilot compartmentshall be such as to afford a sufficiently extensive, clearand undistorted field of vision for the safe operation ofthe helicopter, and to prevent glare and reflections thatwould interfere with the pilot’s vision. The designfeatures of the pilot windshield shall permit, under pre-cipitation conditions, sufficient vision for the normalconduct of flight and for the execution of approachesand landings.

d) Provision for emergencies. Means shall be providedwhich shall either automatically prevent, or enable theflight crew to deal with, emergencies resulting fromforeseeable failures of equipment and systems, thefailure of which would endanger the helicopter. Reason-able provisions shall be made for continuation of

ANNEX 8 IV-4-1 2/3/04





essential services following power-unit or systems’failures to the extent that such failures are catered for inthe performance and operating limitations specified inthe Standards in this Annex and in Annex 6, Part III.

e) Fire precautions. The design of the helicopter and thematerials used in its manufacture, including cabininterior furnishing materials replaced during majorrefurbishing, shall be such as to minimize the possibilityof in-flight and ground fires and also to minimize theproduction of smoke and toxic gases in the event of afire. Means shall be provided to contain or to detect andextinguish, wherever possible, all accessible fires asmight occur in such a way that no additional danger tothe helicopter is caused.

f) Incapacitation of occupants. Design precautions shall betaken to protect against possible instances of cabindepressurization and against the presence of smoke orother toxic gases that could incapacitate the occupants ofthe helicopter.

4.1.7 Emergency landing provisions

Provisions shall be made in the design of the helicopterto protect the occupants from fire and effects of decelerationin the event of an emergency landing. Facilities shall beprovided for the rapid evacuation of the helicopter in con-ditions likely to occur following an emergency landing. Suchfacilities shall be related to the passenger and crew capacity ofthe helicopter. On helicopters certificated for ditching con-ditions, provisions shall also be made in the design to givemaximum practicable assurance that safe evacuation from thehelicopter of passengers and crew can be executed in case ofditching.

4.1.8 Ground handling

Adequate provisions shall be made in the design to minimizethe risk that ground-handling operations (e.g. towing, jacking)may cause damage, which could pass unnoticed, to the parts ofthe helicopter essential for its safe operation. The protectionthat any limitations and instructions for such operations mightprovide may be taken into account.

2/3/04 IV-4-2



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ANNEX 8 IV-5-1 2/3/04

CHAPTER 5. ENGINES

5.1 Scope

The Standards of Chapter 5 shall apply to engines of all typesthat are used on the helicopter as primary propulsion units.


The engine complete with accessories shall be designed andconstructed so as to function reliably within its operatinglimitations under the anticipated operating conditions whenproperly installed in the helicopter in accordance withChapter 6 and with the suitable rotor and power transmissioninstalled.


The power ratings and the conditions of the atmosphere uponwhich they are based and all operating conditions and limi-tations, which are intended to govern the operation of theengine, shall be declared.

5.4 Tests

An engine of the type shall complete satisfactorily such testsas are necessary to verify the validity of the declared ratings,conditions and limitations and to ensure that it will operatesatisfactorily and reliably. The tests shall include at least thefollowing:

a) Power calibration. Tests shall be conducted to establishthe power characteristics of the engine when new andalso after the tests in b) and c). There shall be noexcessive decrease in power at the conclusion of all thetests specified.

b) Operation. Tests shall be conducted to ensure thatstarting, idling, acceleration, vibration, overspeeding andother characteristics are satisfactory and to demonstrateadequate margins of freedom from detonation, surge, orother detrimental conditions as may be appropriate tothe particular type engine.

c) Endurance. Tests of sufficient duration shall beconducted at such powers, engine and rotor speeds andother operating conditions as are necessary to demon-strate reliability and durability of the engine. They shallalso include operation under conditions in excess of thedeclared limits to the extent that such limitations mightbe exceeded in actual service.



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CHAPTER 6. ROTOR AND POWER TRANSMISSION SYSTEMSAND POWERPLANT INSTALLATION

6.1 General

The powerplant installation, including rotor and power trans-mission system, shall comply with the Standards of Chapter 4and with the Standards of this chapter.


The rotor and power transmission systems assembly completewith accessories shall be designed and constructed so as tofunction reliably within its operating limitations under theanticipated operating conditions when properly fitted to theengine and installed in the helicopter in accordance with thischapter.


The power ratings and all operating conditions and limitations,which are intended to govern the operation of the rotor andpower transmission systems, shall be declared.

6.3.1 Maximum and minimum rotorrotational speed limitations

Maximum and minimum speeds for the rotors in bothpower-on and power-off conditions shall be established. Anyoperating conditions (e.g. airspeed) that affect such maxima orminima shall be declared.

6.3.2 Rotor underspeedand overspeed warnings

When the helicopter is made to approach a rotorrotational speed limit, with or without power-units inoper-ative, clear and distinctive warnings shall be apparent to thepilot. The warnings and initial characteristics of the conditionshall be such as to enable the pilot to arrest the developmentof the condition after the warning begins, and to recover therotor rotational speed to within prescribed normal limits and tomaintain full control of the helicopter.

6.4 Tests

Rotor and power transmission systems shall completesatisfactorily such tests as are necessary to ensure that theywill operate satisfactorily and reliably within the declaredratings, conditions and limitations. The tests shall include atleast the following:

a) Operation. Tests shall be conducted to ensure thatstrength vibration and overspeeding characteristics aresatisfactory and to demonstrate proper and reliablefunctioning of pitch changing and control mechanismsand free wheel mechanisms.

b) Endurance. Tests of sufficient duration shall beconducted at such powers, engine and rotor speeds andother operating conditions as are necessary to demon-strate reliability and durability of the rotor and powertransmission systems.

6.5 Compliance with engine and rotor and powertransmission systems limitations

The powerplant installation shall be so designed that theengines and rotor and power transmission systems arecapable of being used in the anticipated operating con-ditions. In conditions established in the helicopter flightmanual, the helicopter shall be capable of being operated with-out exceeding the limitations established for the engines androtor and power transmission systems in accordance withChapters 5 and 6.

6.6 Control of engine rotation


6.7 Engine restarting

Means shall be provided for restarting an engine at altitudes upto a declared maximum altitude.

ANNEX 8 IV-6-1 2/3/04





6.8 Arrangement and functioning

6.8.1 Independence of power-units

For performance Class 1 and 2 helicopters, the power-plant shall be arranged and installed so that each power-unit together with its associated systems is capable of beingcontrolled and operated independently from the others and sothat there is at least one arrangement of the powerplant andsystems in which any failure, unless the probability of itsoccurrence is extremely remote, cannot result in a loss of morepower than that resulting from complete failure of the criticalpower-unit.

6.8.2 Rotor and power transmissionsystems vibration

The vibration stresses for the rotor and power transmissionsystems shall be determined and shall not exceed values thathave been found safe for operation within the operatinglimitations established for the helicopter.

6.8.3 Cooling

The cooling system shall be capable of maintaining power-plant and power transmission systems temperatures within theestablished limits (see 6.5) at ambient air temperaturesapproved for operation of the helicopter. The maximum andminimum air temperatures for which the powerplant andpower transmission systems have been established as beingsuitable shall be scheduled in the helicopter flight manual.

6.8.4 Associated systems

The fuel, oil, air induction, and other systems associated witheach power-unit, each power transmission unit and each rotor

shall be capable of supplying the appropriate unit in accord-ance with its established requirements, under all conditionsaffecting the functioning of the systems (e.g. engine powersetting, helicopter attitudes and accelerations, atmosphericconditions, fluid temperatures) within the anticipated operatingconditions.

6.8.5 Fire protection

For designated fire zones where the potential fire hazards areparticularly serious because of the proximity of ignitionsources to combustible materials, the following shall apply inaddition to the general Standard of 4.1.6 e).

a) Isolation. Such zones shall be isolated by fire-resistingmaterial from other zones of the helicopter where thepresence of fire would jeopardize continued flight,taking into account the probable points of origin andpaths of propagation of fire.

b) Flammable fluids. Flammable fluid system componentslocated in such zones shall be capable of containing thefluid when exposed to fire conditions. Means shall beprovided for the crew to shut off the flow of hazardousquantities of flammable fluids into such zones if a fireoccurs.

c) Fire protection. There shall be provided a sufficientnumber of fire detectors so located as to ensure rapiddetection of any fire that might occur in such zones.

d) Fire extinguishment. Such zones shall be provided witha fire extinguisher system capable of extinguishing anyfire likely to occur therein, unless the degree of iso-lation, quantity of combustibles, fire resistance of thestructure, and other factors are such that any fire likelyto occur in the zone would not jeopardize the safety ofthe helicopter.

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2/3/04 IV-6-2



ANNEX 8 IV-7-1 2/3/04

CHAPTER 7. INSTRUMENTS AND EQUIPMENT

7.1 Required instrumentsand equipment

The helicopter shall be provided with approved instrumentsand equipment necessary for the safe operation of the helicop-ter in the anticipated operating conditions. These shall includethe instruments and equipment necessary to enable the crew tooperate the helicopter within its operating limitations. Instru-ments and equipment design shall observe Human Factorsprinciples.

Note 1.— Instruments and equipment additional to theminimum necessary for the issuance of a Certificate of Air-worthiness are prescribed in Annex 6, Part III, for particularcircumstances or on particular kinds of routes.


7.2 Installation

Instrument and equipment installations shall comply with theStandards of Chapter 4.

7.3 Safety and survivalequipment


7.4 Navigation lights and anti-collision lights

7.4.1 The lights required by Annex 2 to be displayed byhelicopters in flight or operating on the movement area ofan aerodrome or a heliport shall have intensities, colours,fields of coverage and other characteristics such that theyfurnish the pilot of another aircraft or personnel on the groundwith as much time as possible for interpretation and forsubsequent manoeuvre necessary to avoid a collision. In thedesign of such lights, due account shall be taken of theconditions under which they may reasonably be expected toperform these functions.


Note 2.— See the Airworthiness Manual (Doc 9760),Volume II, Part A, for detailed technical specifications forexterior lights for helicopters.

7.4.2 Lights shall be installed in helicopters so as tominimize the possibility that they will:


b) subject an outside observer to harmful dazzle.

Note.— In order to avoid the effects mentioned in7.4.2, it will be necessary in some cases to provide meanswhereby the pilot can switch off or reduce the intensity of theflashing lights.



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ANNEX 8 IV-8-1 2/3/04

CHAPTER 8. ELECTRICAL SYSTEMS

The electrical system shall be so designed and installed as toensure that it will perform its intended function under anyforeseeable operating conditions.



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CHAPTER 9. OPERATING LIMITATIONS AND INFORMATION

9.1 General

The operating limitations within which compliance with theStandards of this Annex is determined, together with any otherinformation necessary to the safe operation of the helicopter,shall be made available by means of a helicopter flight manual,markings and placards, and such other means as mayeffectively accomplish the purpose. The limitations and infor-mation shall include at least those prescribed in 9.2, 9.3and 9.4.


Limitations which there is a risk of exceeding in flight andwhich are defined quantitatively shall be expressed in suitableunits and corrected if necessary for errors in measurements sothat the flight crew can, by reference to the instrumentsavailable to them, readily determine when the limitations arereached.

9.2.1 Loading limitations

The loading limitations shall include all limiting masses,centres of gravity positions, mass distributions, and floorloadings (see 1.2.2).

9.2.2 Airspeed limitations

The airspeed limitations shall include all speeds (see 3.2) thatare limiting from the standpoint of structural integrity or flyingqualities of the helicopter, or from other considerations. Thesespeeds shall be identified with respect to the appropriatehelicopter configurations and other pertinent factors.

9.2.3 Powerplant and power transmissionlimitations

The powerplant limitations shall include all those establishedfor the various powerplant and transmission components asinstalled in the helicopter (see 6.5 and 6.6 of this part).

9.2.4 Rotor limitations

Limitations on rotor speeds shall include maximum andminimum rotor speeds for power-off (autorotation) andpower-on conditions.

9.2.5 Limitations on equipmentand systems

The limitations on equipment and systems shall include allthose established for the various equipment and systems asinstalled in the helicopter.

9.2.6 Miscellaneous limitations

Miscellaneous limitations shall include any necessary limi-tations with respect to conditions found to be prejudicial to thesafety of the helicopter (see 1.2.1).

9.2.7 Flight crew limitations

The flight crew limitations shall include the minimum numberof flight crew personnel necessary to operate the helicopter,having regard, among other things, to the accessibility to theappropriate crew members of all necessary controls andinstruments and to the execution of the established emergencyprocedures.

Note.— See Annex 6 — Operation of Aircraft, Part III, forthe circumstances in which the flight crew shall includemembers in addition to the minimum flight crew defined in thisAnnex.

9.3 Operating information andprocedures

9.3.1 Types of eligible operations

There shall be listed the particular types of operations, as maybe defined in Annex 6, Part III, or be generally recognized, forwhich the helicopter has been shown to be eligible by virtue ofcompliance with the appropriate airworthiness requirements.

9.3.2 Loading information

The loading information shall include the empty mass of thehelicopter, together with a definition of the condition of thehelicopter at the time of weighing, the corresponding centre ofgravity position, and the reference points and datum lines towhich the centre of gravity limits are related.

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ANNEX 8 IV-9-1 2/3/04





Note.— Usually the empty mass excludes the mass ofthe crew and payload, the usable fuel supply and thedrainable oil; it includes the mass of all fixed ballast, unusablefuel supply, undrainable oil, total quantity of engine coolantand total quantity of hydraulic fluid.

9.3.3 Operating procedures

A description shall be given of normal and emergency oper-ating procedures which are peculiar to the particular helicopterand necessary for its safe operation. These shall includeprocedures to be followed in the event of failure of one ormore power-units.

9.3.4 Handling information

Sufficient information shall be given on any significant orunusual features of the helicopter characteristics.

9.4 Performance information

The performance of the helicopter shall be scheduled inaccordance with 2.2. There shall be included informationregarding the various helicopter configurations and powers

involved and the relevant speeds, together with infor-mation that would assist the flight crew in attaining theperformance as scheduled.

9.5 Helicopter flight manual

A helicopter flight manual shall be made available. It shallidentify clearly the specific helicopter or series of helicoptersto which it is related. The helicopter flight manual shallinclude at least the limitations, information and proceduresspecified in this chapter.

9.6 Markings and placards

9.6.1 Markings and placards on instruments, equipment,controls, etc., shall include such limitations or information asnecessary for the direct attention of the flight crew duringflight.

9.6.2 Markings and placards or instructions shall be pro-vided to give any information that is essential to the groundcrew in order to preclude the possibility of mistakes in groundservicing (e.g. towing, refuelling) that could pass unnoticedand that could jeopardize the safety of the helicopter insubsequent flights.

— END —

2/3/04 IV-9-2



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24 February 2005 Transmittal Note

SUPPLEMENT TO

ANNEX 8 — AIRWORTHINESS OF AIRCRAFT

(Ninth Edition)

1. The attached Supplement supersedes all previous Supplements to Annex 8 and includes differences notified by Contracting States up to 24 February 2005 with respect to all amendments up to and including Amendment 98.

2. This Supplement should be inserted at the end of Annex 8 (Ninth Edition). Additional differences received from

Contracting States will be issued at intervals as amendments to this Supplement.

IMPORTANT NOTE REGARDING THE SUPPLEMENT TO ANNEX 8, NINTH EDITION

This Supplement to the Ninth Edition of Annex 8 includes differences notified by Contracting States with respect to all amendments up to and including Amendment 98. Differences notified by Contracting States with respect to Amendment 99 will be issued after 20 May 2006. These should be retained until the Supplement to the Tenth Edition is issued.

___________________



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SUPPLEMENT TO ANNEX 8 — NINTH EDITION

AIRWORTHINESS OF AIRCRAFT

Differences between the national regulations and practices of Contracting States and the corresponding International Standards contained in Annex 8, as notified to ICAO in accordance with Article 38 of the Convention on International Civil Aviation and the Council’s resolution of 21 November 1950.

FEBRUARY 2005

I N T E R N A T I O N A L C I V I L A V I A T I O N O R G A N I Z A T I O N



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(ii) SUPPLEMENT TO ANNEX 8 (NINTH EDITION)

24/2/05

RECORD OF AMENDMENTS

No. Date Entered by No. Date Entered by

AMENDMENTS TO ANNEX 8 ADOPTED OR APPROVED BY THE COUNCIL SUBSEQUENT TO THE NINTH EDITION ISSUED IN JULY 2001

No.

Date of adoption or

approval Date

applicable No.

Date of adoption or

approval Date applicable



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) (iii)

24/2/05

1. Contracting States which have notified ICAO of differences The Contracting States listed below have notified ICAO of differences which exist between their national regulations and practices and the International Standards of Annex 8 (Ninth Edition), up to and including Amendment 98, or have commented on implementation. The page numbers shown for each State and the dates of publication of those pages correspond to the actual pages in this Supplement.

State Date of

notification Pages in

Supplement Date of

Publication

Antigua and Barbuda 27/11/02 1 24/2/05 Argentina 27/1/04 1–2 24/2/05 Armenia 6/4/04 1 24/2/05 Australia 7/9/03 1–2 24/2/05 Bahamas 22/11/02 1 24/2/05 Barbados 12/2/04 1 24/2/05 Belarus 29/8/03 1 24/2/05 Belgium 8/3/04 1–4 24/2/05 Belize 26/8/03 1 24/2/05 Benin 22/1/04 1 24/2/05 Brazil 27/6/03 1 24/2/05 Burkina Faso 23/6/03 1 24/2/05 Canada 27/2/04 1 24/2/05 Chile 4/4/03 1 24/2/05 China 20/1/04 1 24/2/05 Cook Islands 28/11/03 1–3 24/2/05 Croatia 7/5/02 1–2 24/2/05 Cuba 11/12/01 1 24/2/05 Czech Republic 13/3/03 1 24/2/05 Dominican Republic 19/2/03 1 24/2/05 Ecuador 9/4/03 1 24/2/05 Ethiopia 27/11/01 1 24/2/05 Fiji 20/11/03 1 24/2/05 Finland 2/3/04 1–4 24/2/05 France 28/6/04 1–2 24/2/05 Germany 4/6/02 1–2 24/2/05 Grenada 27/11/02 1 24/2/05 Guatemala 11/9/03 1 24/2/05 Guyana 20/6/03 1 24/2/05 Haiti 6/2/04 1 24/2/05 Honduras 28/5/04 1 24/2/05 Hungary 28/8/03 1 24/2/05 Ireland 18/6/04 1–4 24/2/05 Italy 31/5/02 1–2 24/2/05 Jamaica 12/9/01 1 24/2/05 Japan 24/5/02 1–2 24/2/05 Jordan 25/6/02 1–4 24/2/05 Kiribati 4/6/02 1 24/2/05



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(iv) SUPPLEMENT TO ANNEX 8 (NINTH EDITION)

24/2/05

State Date of

notification Pages in

Supplement Date of

Publication

Kuwait 20/9/03 1 24/2/05 Latvia 4/10/02 1 24/2/05 Lesotho 24/6/04 1 24/2/05 Lithuania 24/10/01 1 24/2/05 Luxembourg 24/10/03 1 24/2/05 Maldives 28/8/01 1 24/2/05 Malta 11/8/01 1 24/2/05 Monaco 20/10/03 1 24/2/05 Myanmar 22/1/03 1 24/2/05 Namibia 18/2/04 1 24/2/05 New Zealand 24/8/04 1–3 24/2/05 Nicaragua 14/8/03 1 24/2/05 Nigeria 9/5/03 1 24/2/05 Norway 8/10/02 1 24/2/05 Oman 29/9/03 1 24/2/05 Palau 21/11/03 1 24/2/05 Papua New Guinea 15/1/02 1 24/2/05 Paraguay 17/9/01 1 24/2/05 Philippines 20/11/01 1 24/2/05 Poland 5/9/03 1 24/2/05 Qatar 8/9/01 1 24/2/05 Romania 20/11/01 1–2 24/2/05 Russian Federation 12/12/03 1 24/2/05 Saint Kitts and Nevis 27/11/02 1 24/2/05 Saint Lucia 27/11/02 1 24/2/05 Saint Vincent and the Grenadines 27/11/02 1 24/2/05 Samoa 23/4/03 1–2 24/2/05 Seychelles 9/7/04 1 24/2/05 South Africa 13/11/01 1 24/2/05 Spain 9/5/03 1 24/2/05 Sri Lanka 4/11/04 1 24/2/05 Tajikistan 23/10/02 1 24/2/05 The former Yugoslav Republic of Macedonia 22/10/03 1 24/2/05 Trinidad and Tobago 24/6/04 1 24/2/05 Tunisia 13/11/04 1 24/2/05 Turkmenistan 11/10/02 1 24/2/05 Uganda 5/12/01 1 24/2/05 United Kingdom 2/2/04 1–4 24/2/05 United States 10/2/04 1–5 24/2/05 Uzbekistan 27/1/03 1 24/2/05 Yemen 13/4/04 1 24/2/05



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) (v)

24/2/05

2. Contracting States which have notified ICAO that no differences exist

State Date of

notification State Date of

notification

Bahrain 21/7/01 Iran (Islamic Republic of) 9/7/01 Bolivia 10/7/01 Lebanon 1/7/02 Bulgaria 6/9/01 Malaysia 21/5/02 Burundi 13/8/01 Pakistan 25/2/04 Cape Verde 15/4/03 Panama 13/4/04 China Hong Kong, China 20/1/04

Peru Republic of Korea

11/9/01 13/7/03

Macau, China 2/4/03 Singapore 7/9/02 Costa Rica 7/12/01 Slovakia 23/11/01 Cyprus 4/7/02 Sweden 12/3/03 Democratic People’s Republic of Korea 20/9/02 Switzerland 10/7/02 Denmark 21/5/03 Thailand 31/8/01 El Salvador 9/7/01 Togo 1/7/01 Eritrea 5/11/01 Ukraine 4/9/03 Georgia 16/11/01 United Arab Emirates 20/3/02 Ghana 11/6/01 United Republic of Tanzania 8/6/04 Greece 26/2/02 Viet Nam 14/1/03 Iceland 11/10/02 Zambia 1/8/01 India 8/11/01 Indonesia 15/4/04 3. Contracting State from which no information has been received Afghanistan Albania Algeria Andorra Angola Austria Azerbaijan Bangladesh Bhutan Bosnia and Herzegovina Botswana Brunei Darussalam Cambodia Cameroon Central African Republic Chad Colombia Comoros Congo Côte d’Ivoire Democratic Republic of the Congo

Djibouti Egypt Equatorial Guinea Estonia Gabon Gambia Guinea Guinea-Bissau Iraq Israel Kazakhstan Kenya Kyrgyzstan Lao People’s Democratic Republic Liberia Libyan Arab Jamahiriya Madagascar Malawi Mali Marshall Islands Mauritania

Mauritius Mexico Micronesia (Federated States of) Mongolia Morocco Mozambique Nauru Nepal Netherlands Niger Portugal Republic of Moldova Rwanda San Marino Sao Tome and Principe Saudi Arabia Senegal Serbia and Montenegro Sierra Leone Slovenia Solomon Islands



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(vi) SUPPLEMENT TO ANNEX 8 (NINTH EDITION)

24/2/05

Somalia Sudan Suriname Swaziland

Syrian Arab Republic Tonga Turkey Uruguay

Vanuatu Venezuela Zimbabwe

4. Paragraphs with respect to which differences have been notified

Paragraph Differences notified by Paragraph

Differences notified by

General Cook Islands Lithuania PART I Definitions Argentina Armenia Belarus Belgium Cook Islands Finland Ireland Myanmar New Zealand Romania United Kingdom United States Uzbekistan PART II Chapter 1 Belize Guatemala Oman Trinidad and Tobago 1.1 Burkina Faso Seychelles 1.2 Burkina Faso Kuwait 1.2.1 Seychelles 1.2.2 Seychelles 1.2.3 Seychelles 1.2.4 Seychelles 1.3.1 Seychelles 1.3.2 Tajikistan 1.3.3 Seychelles 1.3.4 Seychelles United States 1.4.1 Seychelles 1.4.2 Seychelles

Chapter 2 Belize Burkina Faso Guatemala Oman Trinidad and Tobago 2.1 Croatia 2.2 Armenia Croatia Tunisia 2.2.3 Tajikistan Chapter 3, Fig. 1 Armenia 3.1 Croatia 3.2 Croatia 3.2.1 Kuwait 3.2.2 Belize Ecuador Ethiopia Guyana Haiti Jordan Kiribati Namibia Palau Paraguay The former Yugoslav Republic of Macedonia 3.2.3 Barbados Lesotho Luxembourg Monaco Norway Palau Yemen 3.2.4 Seychelles Trinidad and Tobago 3.3 Croatia



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) (vii)



24/2/05

3.3.1 Chile Paraguay Sri Lanka 3.3.2 Belgium Finland 3.4 Croatia 3.5 Croatia Luxembourg Monaco The former Yugoslav Republic of Macedonia 3.6 Croatia 3.6.1 Belgium Cook Islands Finland New Zealand 3.6.2 Bahamas Ethiopia Luxembourg Norway Paraguay Tunisia 3.6.3 Antigua and Barbuda Australia Cook Islands Ecuador Grenada Guyana Maldives Monaco New Zealand Norway Palau Saint Kitts and Nevis Saint Lucia Saint Vincent and the Grenadines Samoa Seychelles The former Yugoslav Republic of Macedonia United States 3.6.4 Australia Cook Islands New Zealand Philippines Samoa Seychelles 4.1 Croatia

4.2 Croatia Kiribati 4.2.1 Seychelles 4.2.2 Seychelles 4.3 Croatia Dominican Republic Haiti 4.3.1 Belgium Chile Cook Islands Ecuador Finland Jordan New Zealand Norway Papua New Guinea Paraguay Samoa Seychelles United States 4.3.2 Cuba Fiji Guyana Jordan Oman Papua New Guinea Paraguay Russian Federation Seychelles Tunisia 4.3.3 Belize Kiribati Luxembourg Monaco Namibia Palau Papua New Guinea Seychelles The former Yugoslav Republic of Macedonia Tunisia United States 4.3.4 Antigua and Barbuda Belgium Belize Chile Cuba Ecuador



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(viii) SUPPLEMENT TO ANNEX 8 (NINTH EDITION)



24/2/05

Fiji Finland Grenada Jordan Kuwait Papua New Guinea Paraguay Saint Kitts and Nevis Saint Lucia Saint Vincent and the Grenadines Seychelles The former Yugoslav Republic of Macedonia Tunisia Uganda 4.3.5 Barbados Belize Chile Ecuador Hungary Kiribati Kuwait Latvia Lesotho Maldives Nigeria Papua New Guinea Paraguay Seychelles Turkmenistan Uganda United States 4.3.6 Fiji Jordan Oman Papua New Guinea Seychelles Trinidad and Tobago Tunisia 4.3.7 China Ecuador Fiji Jordan Oman Papua New Guinea Trinidad and Tobago Tunisia Uganda

United States 4.3.8 Jamaica Papua New Guinea South Africa Tajikistan The former Yugoslav Republic of Macedonia 4.3.9 Fiji Jordan Oman Papua New Guinea Seychelles Trinidad and Tobago Tunisia PART III General Croatia Lithuania Nigeria Paraguay Trinidad and Tobago PART IIIA General Belize Benin Cook Islands Guatemala Honduras New Zealand Tunisia Chapter 1 Burkina Faso Myanmar 1.1.3 Cook Islands Jordan New Zealand United States 1.1.4 Jordan 1.2 China Jordan 1.3 United States 1.4 Jordan 1.5.1 Cook Islands New Zealand Romania Samoa United States



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) (ix)



24/2/05

Chapter 2 Burkina Faso Myanmar 2.2.1.2 Jordan 2.2.2.2 Jordan 2.2.3 Argentina Belgium Cook Islands Cuba Finland Ireland New Zealand Samoa United Kingdom United States 2.3.1 Turkmenistan 2.3.1.3 Jordan 2.3.2 Jordan 2.3.4.1 Australia Belgium Cuba Finland France Germany Ireland Romania Samoa United Kingdom 2.3.4.2 Jordan 2.3.4.3 Jordan 2.3.5 Jordan Chapter 3 Burkina Faso Myanmar 3.1.1 Jordan 3.1.2 Jordan 3.1.3 Jordan 3.2.1 Jordan 3.2.2 Jordan 3.3 Jordan 3.3.1 Jordan 3.3.2 Jordan 3.4.1 Jordan 3.5 Jordan 3.6 Jordan 3.7 Jordan Chapter 4 Burkina Faso Myanmar

4.1 Belgium Finland Ireland United Kingdom 4.1.3 Jordan 4.1.4 Jordan 4.1.5 Jordan 4.1.6 Argentina Australia Belgium Czech Republic Finland France Germany Ireland Japan Jordan Romania Russian Federation United Kingdom United States Uzbekistan 4.1.7 Jordan 4.1.7.1 Jordan 4.1.7.2 Jordan 4.1.7.4 Jordan Chapter 5 Burkina Faso Dominican Republic Myanmar 5.1 Jordan 5.2 Jordan 5.3 Jordan Chapter 6 Burkina Faso Dominican Republic Myanmar 6.1 Jordan 6.2 Jordan 6.3 Jordan Chapter 7 Burkina Faso Myanmar 7.1.1 Jordan 7.1.2 Jordan 7.2.2 Jordan 7.2.4 Jordan



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(x) SUPPLEMENT TO ANNEX 8 (NINTH EDITION)



24/2/05

Chapter 8 Myanmar 8.1 Jordan 8.4 Jordan 8.4.1 Papua New Guinea United States 8.4.2 Japan United States Chapter 9 Myanmar 9.2.4 Belgium Finland Ireland United Kingdom 9.2.7 Armenia 9.3.5 Antigua and Barbuda Armenia Belgium Brazil Czech Republic Finland France Germany Grenada Ireland Italy Japan Kiribati Luxembourg Maldives Malta Nicaragua Poland Qatar Romania Saint Kitts and Nevis Saint Lucia Saint Vincent and the Grenadines Samoa Spain The former Yugoslav Republic of Macedonia United Kingdom United States 9.6 Jordan 9.6.2 Australia Germany Italy

Romania Samoa Chapter 10 Myanmar 10.1 Kuwait 10.2 Kuwait 10.3 Kuwait 10.4 Kuwait Tajikistan Chapter 11 Belgium Finland Ireland 11.1 Armenia Australia Brazil Czech Republic Germany Italy Japan Jordan Nicaragua Romania Spain Tajikistan United Kingdom United States Uzbekistan 11.2 Australia Czech Republic Germany Italy Japan Jordan Poland Romania Spain Tajikistan United Kingdom United States Uzbekistan 11.3 Australia Brazil Czech Republic Germany Italy Japan Jordan



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) (xi)



24/2/05

Poland Romania Spain Tajikistan United Kingdom United States Uzbekistan PART IIIB General Benin Cook Islands Guatemala Honduras New Zealand Tunisia A.2.1 United States A.4 United States B.2.7 Belgium Finland France Ireland United Kingdom United States B.4.1 United States B.4.2 Belgium Finland France Ireland B.4.2.1 United Kingdom C.6.1 United States C.7 Belgium Finland Ireland D.1.1 Belgium Finland Ireland United Kingdom D.1.3 Belgium Finland Ireland D.2 Belgium Canada

Finland France Ireland United Kingdom United States D.5 United States E.3.5.5 United States F.1 Belgium Finland Ireland F.1.1 United Kingdom F.1.2 Belgium Finland Ireland F.4.1 United States F.4.2 Canada United States F.5 Belgium Finland Ireland G.2.5 Belgium Finland Ireland United Kingdom G.7.2 Kuwait G.7.3 Kuwait G.7.4 Kuwait I.1 Belgium Finland Ireland United Kingdom I.6 Belgium Finland Ireland Sub-part K Belgium France Ireland K.1 Canada Finland Nicaragua United Kingdom United States



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(xii) SUPPLEMENT TO ANNEX 8 (NINTH EDITION)



24/2/05

K.2 Canada Finland United Kingdom United States K.3 Canada Finland United Kingdom United States PART IV General Belize Benin Cook Islands Croatia Dominican Republic Guatemala Honduras Japan Lithuania New Zealand Nigeria Trinidad and Tobago Tunisia Chapter 1 Argentina Myanmar 1.1.2 Jordan 1.1.4 Jordan 1.2 Samoa 1.2.2 Cook Islands New Zealand United States 1.3 Tajikistan Chapter 2 Belarus Myanmar 2.2 Romania 2.2.1 Argentina Cook Islands New Zealand 2.2.1.2 Germany Romania 2.2.2 Argentina Australia Cook Islands Japan

New Zealand Russian Federation United States 2.2.2.1 Australia Germany Italy Japan United Kingdom 2.2.2.2 Germany Japan United Kingdom 2.2.3 Germany 2.2.3.1 Argentina Belgium Cook Islands Finland Germany Ireland Japan New Zealand United Kingdom United States 2.2.3.1.1 Argentina Germany Japan United Kingdom 2.2.3.1.2 Argentina Germany Japan United Kingdom 2.2.3.1.3 Argentina Germany Japan United Kingdom 2.2.3.1.4 Argentina Australia Germany Japan Tajikistan United Kingdom United States 2.2.3.2 Argentina Australia Belgium Cook Islands Finland France Germany



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) (xiii)



24/2/05

Ireland Japan New Zealand Romania Russian Federation United Kingdom Uzbekistan 2.2.3.3 Argentina Germany Japan 2.2.3.3.1 Argentina Cook Islands Germany Japan New Zealand United Kingdom 2.2.3.3.2 Australia 2.3.1 Jordan 2.3.1.2 Jordan Chapter 3 Myanmar Chapter 4 Myanmar 4.1 Belgium Finland Ireland Jordan United Kingdom 4.1.1 Jordan 4.1.2 Jordan 4.1.3 Jordan 4.1.4 Jordan 4.1.5 Jordan 4.1.6 Australia Belgium Cook Islands Czech Republic Finland France Germany Ireland Jordan New Zealand Poland Romania Russian Federation Samoa

United Kingdom Uzbekistan 4.1.7 Jordan 4.1.8 Belgium Finland France Germany Ireland Italy Jordan Romania Chapter 5 Jordan Myanmar Chapter 6 Jordan Myanmar 6.3.2 Italy 6.7 Australia Belgium Czech Republic Finland France Ireland Poland Samoa United Kingdom United States 6.8.1 Australia United Kingdom 6.8.5 Australia Belgium Finland Ireland Samoa Chapter 7 Myanmar 7.1 Belgium Finland Ireland United Kingdom 7.4 Jordan 7.4.2 Argentina Australia Canada China Cook Islands Italy



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(xiv) SUPPLEMENT TO ANNEX 8 (NINTH EDITION)



24/2/05

Japan New Zealand Samoa United States

Chapter 8 Myanmar Chapter 9 Myanmar 9.3.2 Jordan



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) ANTIGUA AND BARBUDA 1

24/2/05

PART II CHAPTER 3 3.6.3 Antigua and Barbuda issues a private category Certificate of Airworthiness. CHAPTER 4 4.3.4 Mandatory continuing airworthiness information issued by Antigua and Barbuda is not transmitted

to the State of Design. PART IIIA CHAPTER 9 9.3.5 Antigua and Barbuda does not require its operators to acquire information concerning a least-risk

bomb location.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) ARGENTINA 1

24/2/05

PART I Definitions Maintenance. A modification is not considered a maintenance task in Argentina. ` Performance Class 1, 2 and 3 helicopters. Large helicopters (over 2 730 kg) are classified in

Category A or B according to their weight, passenger capacity, auxiliary systems and performance. No classification has been established for all other helicopters (2 730 kg or less).

PART IIIA CHAPTER 2 2.2.3 For landplanes, Argentina requires that the landing distance be determined only at the runway

level. For seaplanes, Argentina requires that the landing distance be determined only for calm water.

CHAPTER 4 4.1.6 g), h) and i) The effects caused by explosive or incendiary devices are not considered as design requirements in

Argentina. PART IV CHAPTER 1 Argentina does not allow the weight and centre of gravity limits to vary as a function of altitude or

phase of flight (take-off, en-route, landing). CHAPTER 2 2.2.1 2.2.2

As mentioned in the difference indicated with respect to the definitions of helicopter classes in Part I, the classification in Argentina is based on their weight, passenger capacity, auxiliary systems and performance.

2.2.3.1 2.2.3.1.1 2.2.3.1.2 2.2.3.1.3 2.2.3.1.4

With regard to Category B helicopters, it is only necessary to include the take-off distance in the performance data, while for Category A helicopters, it is necessary to provide data on take-off distance, path and rejected take-off distance. There are no comparable requirements for helicopters weighing less than 2 730 kg.

2.2.3.2 The en-route performance is based only on the climb performance, both in situations where all

engines are operative and when there is one engine inoperative (applicable to Categories A and B). There are no comparable requirements for helicopters weighing less than 2 730 kg.

2.2.3.3 2.2.3.3.1

The specification of the landing decision point (LDP) is only necessary for Category A helicopters.



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2 ARGENTINA SUPPLEMENT TO ANNEX 8 (NINTH EDITION)

24/2/05

CHAPTER 7 7.4.2 Minimum acceptable intensities have been established for navigation and anti-collision lights.

This means that there are no means to reduce the intensity of the lights below the prescribed limits.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) ARMENIA 1

24/2/05

PART I Definitions The classification of helicopters is based on performance as well as other factors. PART II CHAPTER 2 2.2 Not implemented. CHAPTER 3 Figure 1 The Certificate of Airworthiness does not contain information regarding the appropriate

airworthiness code. PART IIIA CHAPTER 9 9.2.7 Not implemented. 9.3.5 Not implemented. CHAPTER 11 11.1 Not implemented.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) AUSTRALIA 1

24/2/05

PART II CHAPTER 3 3.6.3 3.6.4

Australia will not permit the ferry flight if it considers it would be detrimental to the safety of air navigation to do so.

Remark: Australia reserves the right to refuse permission in such circumstances. PART IIIA CHAPTER 2 2.3.4.1 The Standards for stall testing do not require demonstration with one power unit inoperative, and

hence the stall warning is not demonstrated for that configuration. CHAPTER 4 4.1.6 g) The Standards for the design of cargo compartment fire suppression systems and extinguishing

agents do not explicitly refer to explosive or incendiary devices. 4.1.6 h) and i) Design standards to protect against cabin depressurization or the presence of smoke, toxic gases or

fumes in the cabin and flight crew compartment do not explicitly refer to explosive or incendiary devices.

CHAPTER 9 9.6.2 Australian requirements for markings and placards to assist ground personnel are limited and do

not address ground operations such as towing. CHAPTER 11 11.1 There is no requirement in Australian legislation for consideration to be given during the design of

the aeroplane to the provision of a least-risk bomb location. 11.2 11.3

There is no provision in Australian legislation for design specifications that address security aspects.

PART IV CHAPTER 2 2.2.2 Australian design requirements for helicopters are not based on operational performance Classes I,

II and III. Helicopters with a maximum weight in excess of 3 180 kg are classified in Categories A or B, based on weight, passenger carrying capacity, auxiliary systems and performance.



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2 AUSTRALIA SUPPLEMENT TO ANNEX 8 (NINTH EDITION)

24/2/05

2.2.2.1 b) For helicopters with a maximum weight of 3 180 kg or less, there are no specific requirements for minimum performance at all stages of take-off and climb.

2.2.3.1.4

For helicopters with a maximum weight of 3 180 kg or less, there are no requirements for take-off distance to be established.

2.2.3.2 b) En-route performance is based on climb performance where all engines are operating and in a

situation where one engine is inoperative. The case where two critical power-units are inoperative is not addressed. There are no comparable requirements for helicopters weighing less than 3 180 kg.

2.2.3.3.2

For helicopters with a maximum weight of 3 180 kg or less, there are no requirements for landing distance to be established.

CHAPTER 4 4.1.6 e) The Australian requirements do not specify fire protection/prevention criteria for cabin interior

furnishing materials used during major refurbishing. Fire protection is dependent on the original certification basis.

CHAPTER 6 6.7 For helicopters with a maximum weight of 3 180 kg or less, engine restart capabilities are only

required for Category A certification. 6.8.1 There are no requirements that address the independence of power-units in helicopters having a

maximum weight of 3 180 kg or less. 6.8.5 There are no requirements for fire extinguisher systems in piston engine helicopters having a

maximum weight of 3 180 kg or less. CHAPTER 7 7.4.2 b) There are no requirements in Australian legislation for the effects of helicopter navigation and

anti-collision lights on outside observers to be addressed.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) BAHAMAS 1

24/2/05

PART II CHAPTER 3 3.6.2 A procedural practice is in place. There are no requirements to advise States of Registry when a

foreign-registered aircraft is damaged. However, the Bahamas Flight Standards Inspectorate routinely works with other States of Registry regarding the airworthiness of their aircraft located or flying in the Bahamas.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) BARBADOS 1

24/2/05

PART II CHAPTER 3 3.2.3 Not implemented. CHAPTER 4 4.3.5 Not implemented.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) BELARUS 1

24/2/05

PART I Definitions The classification of helicopters is based on other factors as well as performance. PART IV CHAPTER 2 The classification of helicopters is based on other factors as well as performance.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) BELGIUM 1

24/2/05

PART I Definitions Performance Class 1, 2 and 3 helicopters. Large helicopters are classified as either Category A or

B on the basis of weight, passenger-carrying capacity and auxiliary systems as well as performance capabilities. There is no classification scheme for small helicopters.

PART II CHAPTER 3 3.3.2 Part 21 only requires the language of the Member State and does not impose the use of the English

language. 3.6.1 Under Part 21, the assessment of the damage is also allowed by a design organization approved in

accordance with Sub-part J, under a procedure agreed with the agency. This can be seen as indirect State judgement.

CHAPTER 4 4.3.1 There is no requirement in Commission Regulation EC-1702/2003 for Member States to do this. 4.3.4 There is neither a requirement in Commission Regulation EC-1702/2003 for Member States to do

this, nor an EASA procedure addressing this. PART IIIA CHAPTER 2 2.2.3 In the airworthiness codes, scheduling of landing distance with runway slope is not mandated, but

factors on landing distance are applied by operational rules, where appropriate. In the airworthiness codes, performance scheduling for variations in water surface conditions, density of water and strength of current is not mandated, but factors on landing distance are applied by operational rules, where appropriate.

2.3.4.1 In the airworthiness codes, stall testing with one power-unit inoperative is not mandated, but

issues with stall warning with one engine inoperative are considered in individual certification activities.

CHAPTER 4 4.1 At this time, the airworthiness codes do not specifically require the observing of Human Factors

principles, but these principles are considered during certification activities for those areas which affect the safety of the aircraft.

4.1.6 At this time, the airworthiness codes do not specifically require protection against explosive and

incendiary devices.



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2 BELGIUM SUPPLEMENT TO ANNEX 8 (NINTH EDITION)

24/2/05

CHAPTER 9 9.2.4 The airworthiness codes do not specifically address the issue of limitations on equipment and

systems, but in practice Belgium complies with the Standard. 9.3.5 At this time, the airworthiness codes do not specifically require the identification of the least-risk

bomb location. CHAPTER 11 At this time, the airworthiness codes do not specifically address this security Standard except for

pilot compartment doors. PART IIIB SUB-PART B B.2.7 In the airworthiness codes, scheduling of landing distance with runway slope is not mandated, but

factors on landing distance are applied by operational rules, where appropriate. In the airworthiness codes, performance scheduling for variations in water surface conditions, density of water and strength of current is not mandated, but factors on landing distance are applied by operational rules, where appropriate.

B.2.7 b), e) The airworthiness codes ensure compliance with this Standard except for accountability for worn

brakes in case of commuter category aeroplanes. B.4.2 In the airworthiness codes, stall testing with one power-unit inoperative is not mandated, but


SUB-PART C C.7 a), c) In general, the consideration of likely impact with birds is not mandated in the airworthiness codes

for small aeroplanes and commuter category aeroplanes except for bird impact on windshield for commuter category. Consideration of the probable behaviour of the aeroplane in ditching is only required for type certification where ditching certification is required by operating rules.

SUB-PART D D.1.1 At this time, the airworthiness codes do not specifically require the observing of Human Factors


D.1.3 The effect of the materials on the occupants of the aeroplane and other persons on the ground, and

the environment in general, in normal and emergency situations, are not specifically addressed in the airworthiness codes.



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) BELGIUM 3

24/2/05

D.2 a)

The airworthiness codes ensure compliance with subparagraph a) except for prevention of mis-assembly.

D.2 b), g) 3), h), i) At this time, the airworthiness codes do not mandate protection against explosive and incendiary

devices. SUB-PART F F.1 At this time, the airworthiness codes do not specifically require the observing of Human Factors


F.1.2 c) F.5

At this time, protection against electromagnetic interference is not mandated by the airworthiness codes but is considered during individual certification exercises.

SUB-PART G G.2.5 The airworthiness codes do not specifically address the issue of limitations on equipment and

systems, but in practice Belgium complies with the Standard. SUB-PART I I.1 This provision is not included in the airworthiness codes, but in the case of new design, special

conditions can be used during certification to address cases where the related airworthiness code does not contain adequate or appropriate safety standards.

I.6 The airworthiness codes do not address this Standard except for the installation requirement. The

rest is covered by the operating rules. SUB-PART K At this time, the airworthiness codes do not specifically address these security Standards except

for pilot compartment doors. PART IV CHAPTER 2 2.2.3.1 For Category B helicopters, the airworthiness code only requires take-off distance to be included

in the performance data. 2.2.3.2 The concept of two power-units inoperative is not included in the airworthiness codes, but in the

case of new design, special conditions can be used during certification to address cases where the related airworthiness code does not contain adequate or appropriate safety Standards.



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4 BELGIUM SUPPLEMENT TO ANNEX 8 (NINTH EDITION)

24/2/05



4.1.6 The airworthiness codes ensure compliance with this Standard except for the consideration of

depressurization, but this issue may be addressed during certification if appropriate using the Special Condition procedure.

4.1.8 The airworthiness codes do not specifically address the risk that ground-handling operations may

cause damage. CHAPTER 6 6.7 At this time, the airworthiness codes do not ensure compliance with the engine-restarting Standard

for small helicopters. 6.8.5 The airworthiness codes ensure compliance with this Standard except for fire extinguishment for

small helicopters and for fire detection for small helicopters equipped with piston engine. CHAPTER 7 7.1 At this time, the airworthiness codes do not specifically require the observing of Human Factors


___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) BELIZE 1

24/2/05

PART II CHAPTER 1 Chapters related to the issuance of Type Certificates or Manufacture have not been implemented. CHAPTER 2 Chapters related to the issuance of Type Certificates or Manufacture have not been implemented. CHAPTER 3 3.2.2 Belize has not formally adopted a comprehensive airworthiness code or complete airworthiness

regulations in conformance with international SARPs. CHAPTER 4 4.3.3 There is no requirement to assess and adopt mandatory continuing airworthiness information such

as Airworthiness Directives (ADs). 4.3.4 4.3.5

The DCA has not established a system for the interchange of data with States of Design and design organizations, including the reception, adoption and emission of mandatory continuing airworthiness information.

PART IIIA Not implemented. Belize is not a State of Design. PART IV Not implemented. Belize is not a State of Design.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) BENIN 1

24/2/05

PART IIIA & B Not implemented. Benin is not a State of Manufacture. PART IV Not implemented. Benin is not a State of Manufacture.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) BRAZIL 1

24/2/05

PART IIIA CHAPTER 9 9.3.5 No requirement in the regulations concerning the identification of a least-risk bomb location on

aeroplanes. CHAPTER 11 11.1 No requirement in the regulations concerning the provision of a least-risk bomb location during

the design of an aeroplane. 11.3 No requirement in the regulations that consideration shall be given to design features that will

deter the easy concealment of weapons, explosives and other dangerous objects on board aircraft and that will facilitate the search procedures for such objects.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) BURKINA FASO 1

24/2/05

PART II CHAPTER 1 1.1 No provision is made in the regulations for aircraft design. 1.2 CHAPTER 2 Burkina Faso is not an aircraft manufacturing country. No provision is made in the regulations for

Chapter 2, Production. PART IIIA CHAPTERS 1, 2, 3, 4, 5, 6 and 7

The regulations do not provide for certification, design and construction of heavy aircraft.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) CANADA 1

24/2/05

PART IIIB SUB-PART D D.2 f) Partially compliant. Canadian standards do not address delay in the occurrence of flashover in the

cabin. D.2 g) Partially compliant. Canadian standards do not address a sudden and extensive fire such as the one

caused by explosive or incendiary devices. D.2 h) Partially compliant. Canadian standards do not address smoke or other toxic gases especially

caused by explosive or incendiary devices. SUB-PART F F.4.2 Partially compliant. Canadian standards do not address harmful dazzle to persons outside the

aeroplane. SUB-PART K K.1 Non-compliant with this provision. K.2 Partially compliant. Canadian standards do not address protection of the flight crew compartment

bulkhead. K.3 Non-compliant with this provision. PART IV CHAPTER 7 7.4.2 Partially compliant. Canadian standards do not address harmful dazzle to persons outside the

helicopter.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) CHILE 1

24/2/05

PART II CHAPTER 3 3.3.1 The format of the Certificate of Airworthiness differs from that required by Annex 8. CHAPTER 4 4.3.1 No system has been established to inform the State of Design when an aircraft is registered in

Chile. 4.3.4 Chile does not have a system to transmit to the State of Design all mandatory continuing

information originated in Chile. 4.3.5 Chile has not established a system for transmitting information on faults, malfunctions, defects

and other occurrences to the organization responsible for the type design.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) CHINA 1

24/2/05

PART II CHAPTER 4 4.3.7 There are no provisions to require the organization responsible for the type design of aircraft to

provide a continuing structural integrity programme. PART IIIA CHAPTER 1 1.2 There are no provisions in the CAAC regulations requiring aeroplanes of over 5 700 kg maximum

certificated take-off mass to have no less than two engines. PART IV CHAPTER 7 7.4.2 b) The CAAC regulations do not address the effect of helicopter lights on outside observers.

However, visibility to other pilots and the lights’ effect on the flight crew are addressed.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) COOK ISLANDS 1

24/2/05

General Cook Islands adopted the New Zealand regulations (CAR); accordingly, the following differences of New Zealand CAR apply.

PART I Definitions Design take-off mass. Design take-off mass is referred to as “maximum certified take-off weight”. Performance Class 1, 2 and 3 helicopters. Large helicopters (heavier than 6 000 lb) are classified

as either Category A or B on the basis of weight, passenger-carrying capacity and auxiliary systems as well as performance capabilities. There is no classification scheme for all other helicopters (6 000 lb or less).

PART II CHAPTER 3 3.6.1 Cook Islands Civil Aviation Rules (CAR) place responsibility for judgement of aircraft damage, to

ensure an aircraft’s airworthiness, on licensed pilots and maintenance engineers based on provisions in CAR 91.201 and CAR 43.53. Cook Islands, as the State of Registry, does not directly judge whether the damage is of a nature such that the aircraft is no longer airworthy. Irrespective of aircraft damage, the Certificate of Airworthiness is valid unless the Director uses provisions in section 17 (2) of the Civil Aviation Act 1990 (CAA Act 17 (2)) to revoke the certificate.

3.6.3 As in Standard 3.6.1, Cook Islands Civil Aviation Rules (CAR) do not place direct responsibility

on the State of Registry to determine if the damage sustained is of a nature such that the aircraft is no longer airworthy.

3.6.4 As in Standard 3.6.1, Cook Islands Civil Aviation Rules (CAR) do not place direct responsibility

on the State of Registry to determine if the damage sustained is of a nature such that the aircraft is no longer airworthy. In this situation, if the pilot determines that the aircraft is airworthy as per CAR 91.201, the aircraft shall be allowed to resume its flight. CAR 12.55 requires all serious incidents, or immediate hazards to the safety of aircraft operations, to be reported. This gives the CAA a tool to monitor if the pilot complied with CAR 91.201.

CHAPTER 4 4.3.1 The Civil Aviation Authority Aircraft Certification Unit (ACU) procedures have no formal

procedure to advise the State of Design that it has entered such an aircraft on its register. PART IIIA Compliance with Part IIIA is by incorporation by reference in the Cook Islands Civil Aviation

Rules of appropriate United States Federal Aviation Regulations.



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2 COOK ISLANDS SUPPLEMENT TO ANNEX 8 (NINTH EDITION)

24/2/05

CHAPTER 1 1.1.3 Effective 17 October 1979, the United States certificated certain aeroplanes at weights in excess of

5 700 kg (12 566 lb) that do not fully meet the ICAO Airworthiness Standards of Part IIIA. The Airworthiness Certificate of aeroplanes that do not meet ICAO Standards will be endorsed as follows:

“This aeroplane at weights in excess of 5 700 kg does not meet the airworthiness requirements of

ICAO, as prescribed by Annex 8 to the Convention on International Civil Aviation.” 1.5.1 The United States also uses service experience and equivalent safety findings as a basis for finding

compliance with the appropriate airworthiness requirements. CHAPTER 2 2.2.3 This ICAO provision requires performance data to be scheduled for ranges of gradient of the

landing surface for landplanes and ranges of water surface conditions, water density and strength of current for seaplanes. For landplanes, the United States requires the landing distance to be determined only on a level runway. For seaplanes, the United States requires the landing distance on water to be determined only on smooth water. Operational take-off and landing distance margins are applied where appropriate by United States operational regulations and guidance.

PART IIIB Compliance with Part IIIB is by incorporation by reference in the Cook Islands Civil Aviation

Rules of appropriate United States Federal Aviation Regulations. PART IV Compliance with Part IV is by incorporation by reference in the Cook Islands Civil Aviation Rules

of appropriate United States Federal Aviation Regulations. CHAPTER 1 1.2.2, Note 1 The United States does not allow the weight and centre of gravity limitations to vary as a function

of altitude or phase of flight (take-off, cruise, landing, etc.). CHAPTER 2 2.2.1 As stated in the difference with respect to the definitions of classes of helicopters in Part I, United

States classifications are based on other factors as well as performance. 2.2.2 As stated in the difference with respect to the definitions of classes of helicopters in Part I, United

States classifications are based on other factors as well as performance. 2.2.3.1 For Category B helicopters, only take-off distance is required to be included in the performance

data, while take-off distance, path and rejected take-off distance information is required for Category A helicopters. There are no comparable requirements for helicopters weighing less than 6 000 pounds.



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) COOK ISLANDS 3

24/2/05

2.2.3.2 En-route performance is based solely on climb performance for both all-engines operating and one engine inoperative situations (Categories A and B). There is no comparable requirement for helicopters weighing less than 6 000 pounds.

2.2.3.3.1 The landing decision point (LDP) is required for Category A helicopters only. CHAPTER 4 4.1.6 e) The United States does not provide criteria relative to fire protection/prevention for interior

furnishing materials replaced during major refurbishment. The fire protection levied is dependent on the original certification basis.

CHAPTER 7 7.4.2 Minimum acceptable intensities are prescribed for navigation lights and anti-collision lights, i.e.

no reduction below these levels is possible.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) CROATIA 1

24/2/05

PART II CHAPTER 2 2.1 2.2

Croatia does not have its own production of aircraft and aircraft devices, and the minor parts required in case of repairs are manufactured in the framework of the Approval Certificate.

CHAPTER 3 3.1 3.2 3.3 3.4 3.5 3.6

The requirements regulated exceed the requirements in Annex 8, having regard that the commercial aircraft are not distinguished from the non-commercial ones and the same Standards are used for both commercial and non-commercial aircraft.

CHAPTER 4 4.1 4.2 4.3

There exists the legal approval for certification of continued airworthiness; however, the CAA of Croatia issues the certification of continued airworthiness for a period of one year since the Operators have not proved the ability to maintain the aircraft in unlimited continued airworthiness.

PART III The regulations on certification of aircraft, engines, propellers, parachutes, balloons, hang-gliders

and aircraft equipment are complied with, with one exception: the regulations in Croatia do not include the division into large and small aircraft. The same Standards are applied to both small and large aircraft.

The regulations on requirements to be complied with by legal person performing construction

work and modifications of the aircraft and aircraft devices are complied with, with one exception: the regulations in Croatia do not include the division into large and small aircraft. The same Standards are applied to both small and large aircraft.

The regulations on procedures for issuing Airworthiness Certificates are complied with, with one

exception: the regulations in Croatia do not include the division into large and small aircraft. The same Standards are applied to both small and large aircraft

PART IV The regulations on certification of aircraft, engines, propellers, parachutes, balloons, hang-gliders

and aircraft equipment are complied with, with one exception: the regulations in Croatia do not include the division into large and small aircraft. The same Standards are applied to both small and large aircraft.

The regulations on requirements to be complied with by legal person performing construction

work and modifications of the aircraft and aircraft devices are complied with, with one exception: the regulations in Croatia do not include the division into large and small aircraft. The same Standards are applied to both small and large aircraft



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2 CROATIA SUPPLEMENT TO ANNEX 8 (NINTH EDITION)

24/2/05

The regulations on procedures for issuing Airworthiness Certificates are complied with, with one exception: the regulations in Croatia do not include the division into large and small aircraft. The same Standards are applied to both small and large aircraft.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) CUBA 1

24/2/05

PART II CHAPTER 4 4.3.2 Not specified in the existing regulations. Done through a direct request to the State of Design and

manufacturer. 4.3.4 Not specified in the existing regulations. Done through the airline operators, who send the

information directly to the manufacturer. The State only intervenes in major cases. PART IIIA CHAPTER 2 2.2.3 Not regulated. 2.3.4.1 The stall warning characteristics with one power-unit in operation is not specified.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) CZECH REPUBLIC 1

24/2/05

PART IIIA CHAPTER 4 4.1.6 b), g), h) and i)

The Czech Republic does not have similar requirements. However, the CAA, in conjunction with the JAA Member States and the United States, is working towards meeting the intent of these provisions.

CHAPTER 9 9.3.5 The Czech Republic does not have similar requirements. However, the CAA, in conjunction with

the JAA Member States and the United States, is working towards meeting the intent of these provisions.

CHAPTER 11 11.1 11.2 11.3

The Czech Republic does not have similar requirements. However, the CAA, in conjunction with the JAA Member States and the United States, is working towards meeting the intent of these provisions.

PART IV CHAPTER 4 4.1.6 f) There is no requirement for design precautions to be taken to protect against instances of cabin

depressurization. The Czech Republic does not have any pressurized helicopters at this time. CHAPTER 6 6.7 The Czech Republic does not have a similar requirement. However, the CAA, in conjunction with

the JAA Member States and the United States, is working towards meeting the intent of this provision.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) DOMINICAN REPUBLIC 1

24/2/05

PART II CHAPTER 4 4.3 A system has not been established for the exchange of information on continuing airworthiness

between operators, the DGCA, States and the organizations responsible for aircraft design. PART IIIA CHAPTER 5 A comprehensive and detailed airworthiness code has not been adopted. CHAPTER 6 A comprehensive and detailed airworthiness code has not been adopted. PART IV A comprehensive and detailed airworthiness code has not been adopted.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) ECUADOR 1

24/2/05

PART II CHAPTER 3 3.2.2 The regulations of the DGCA of Ecuador do not cover methods of rendering certificates of

airworthiness valid. The regulations cover only their issuance and renewal, through its own requirements.

3.6.3 The regulations of the DGCA of Ecuador do not provide for the ability to prohibit aircraft

registered in other States from continuing their flights. CHAPTER 4 4.3.1 In its regulations, the DGCA of Ecuador does not specify the requirement to advise the State of

Design that an aircraft has been entered on its register. 4.3.4 The national regulations do not require that there should be transmission to the State of Design of

all mandatory continuing airworthiness information. 4.3.5 The national regulations do not require that there should be transmission of information to the

organizations responsible for the design on cases of malfunctions or defects which might cause adverse effects on the airworthiness of the aircraft.

4.3.7 The DGCA of Ecuador does not require that the structural integrity programme include

information on corrosion prevention and control.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) ETHIOPIA 1

24/2/05

PART II CHAPTER 3 3.2.2 No procedures for rendering valid a Certificate of Airworthiness. 3.6.2 Not implemented.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) FIJI 1

24/2/05

PART II CHAPTER 4 4.3.2 Not applicable as Fiji is not a State of Design. 4.3.4 Fiji does not promulgate Airworthiness Directives (ADs) but validates ADs issued by the State of

Manufacture and/or the State of Design, including UK CAA mandatory requirements, where applicable.

4.3.6 4.3.7 4.3.9

Not applicable as Fiji is not a State of Design.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) FINLAND 1

24/2/05



PART II CHAPTER 3 3.3.2 Part 21 only requires the language of the European Commission Member State and does not

impose the use of the English language. However, the Finnish version does include an English translation.

3.6.1 Under Part 21, the assessment of the damage is also allowed by a design organization approved in

accordance with Sub-part J, under a procedure agreed with EASA. This can be seen as indirect State judgement.

CHAPTER 4 4.3.1 There is no requirement in the European Commission Regulation 1702/2003 for Member States to

do this. Notification to the State of Design is not made if mandatory continuing airworthiness information (MCAI) from that State is readily available.

4.3.4 There is neither a requirement in the European Commission Regulation 1702/2003 for Member

States to do this, nor an EASA procedure addressing this. PART IIIA CHAPTER 2 2.2.3 In the airworthiness codes, scheduling of landing distance with runway slope is not mandated, but

factors on landing distance are applied by operational rules, where appropriate. In the airworthiness codes, performance scheduling for variations in water surface conditions,

density of water and strength of current is not mandated, but factors on landing distance are applied by operational rules, where appropriate.







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2 FINLAND SUPPLEMENT TO ANNEX 8 (NINTH EDITION)

24/2/05

4.1.6 At this time, the airworthiness codes do not specifically require protection against explosive and incendiary devices.

CHAPTER 9 9.2.4 The airworthiness codes do not specifically address the issue of limitations on equipment and

systems but in practice the Standard is complied with. 9.3.5 At this time, the airworthiness codes do not specifically require the identification of the least-risk


pilot compartment doors. PART IIIB SUB-PART B B.2.7 In the airworthiness codes, scheduling of landing distance with runway slope is not mandated, but



B.2.7 b), e) The airworthiness codes ensure compliance with this Standard except for accountability for worn



SUB-PART C C.7 a) In general, the consideration of likely impact with birds is not mandated in the airworthiness codes

for small aeroplanes and commuter category aeroplanes except for bird impact on windshield for commuter category.

C.7 c) Consideration of the probable behaviour of the aeroplane in ditching is only required for type

certification where ditching certification is required by operating rules. SUB-PART D D.1.1 At this time, the airworthiness codes do not specifically require the observing of Human Factors




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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) FINLAND 3

24/2/05

D.1.3 The effect of the materials on the occupants of the aeroplane and other persons on the ground, and the environment in general, in normal and emergency situations, is not specifically addressed in the airworthiness codes.

D.2 a) The airworthiness codes ensure compliance with subparagraph a) except for prevention of mis-

assembly. D.2 b), g) 3), h) and i)

At this time, the airworthiness codes do not mandate protection against explosive and incendiary devices.

SUB-PART F F.1 At this time, the airworthiness codes do not specifically require the observing of Human Factors


F.1.2 c) F.5



systems, but in practice Finland complies with the Standard. SUB-PART I I.1 This provision is not included in the airworthiness codes, but in the case of new design, special

conditions can be used during certification to address cases where the related airworthiness code does not contain adequate or appropriate safety standards.

I.6 The airworthiness codes do not address this Standard except for the installation requirement. The

rest is covered by the operating rules. SUB-PART K K.1 K.2 K.3

At this time, the airworthiness codes do not specifically address these security Standards except for pilot compartment doors.

PART IV CHAPTER 2 2.2.3.1 For Category B helicopters, the airworthiness code only requires take-off distance to be included

in the performance data.



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4 FINLAND SUPPLEMENT TO ANNEX 8 (NINTH EDITION)

24/2/05

2.2.3.2 The concept of two power-units inoperative is not included in the airworthiness codes, but in the case of new design, special conditions can be used during certification to address cases where the related airworthiness code does not contain adequate or appropriate safety standards.




depressurization, but this issue may be addressed during certification, if appropriate, using the Special Condition procedure.


cause damage. CHAPTER 6 6.7 At this time, the airworthiness codes do not ensure compliance with the engine restarting Standard

for small helicopters. 6.8.5 The airworthiness codes ensure compliance with this Standard except for fire extinguishment for



___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) FRANCE 1

24/2/05

PART IIIA CHAPTER 2 2.3.4.1 Testing the stall with one engine inoperative is not required. CHAPTER 4 4.1.6 Protection against explosive or incendiary devices is not required for aeroplanes for which

application for certification was submitted before 12 March 2000. CHAPTER 9 9.3.5 The identification of a least-risk bomb location is not required for aeroplanes for which application

for certification was submitted before 12 March 2000. PART IIIB SUB-PART B B.2.7 b) and e) For aeroplanes of the “Commuter” category, worn brakes need not be considered. B.4.2 Testing the stall with one engine inoperative is not required. SUB-PART D D.2 g) and h) Current airworthiness codes do not provide for protection against explosive or incendiary devices. SUB-PART K Current airworthiness codes do not include specific security provisions. PART IV CHAPTER 2 2.2.3.2 b) This point only concerns helicopters equipped with three or more engines. Since this type of

helicopter does not exist in France, this point is not covered in the regulations. CHAPTER 4 4.1.6 f) Requirements related to instances of cabin depressurization are not needed since pressurized

helicopters do not exist in France.



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2 FRANCE SUPPLEMENT TO ANNEX 8 (NINTH EDITION)

24/2/05

4.1.8 Airworthiness codes do not include a specific provision to minimize the risks of damage during ground-handling operations.

CHAPTER 6 6.7 Means for restarting an engine are not required for light helicopters.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) GERMANY 1

24/2/05

PART IIIA CHAPTER 2 2.3.4.1 There is no requirement for a clear and distinctive stall warning to be apparent to the pilot with

one power-unit inoperative. CHAPTER 4 4.1.6 g) There is no requirement for cargo compartment fire suppression systems to be designed so as to

take into account a sudden and extensive fire such as could be caused by an explosive or incendiary device.

4.1.6 h) There is no requirement for design precautions to be taken to protect against possible instances of

cabin depressurization and against the presence of smoke or other toxic gases, including those caused by explosives or incendiary devices, which could incapacitate the occupants of the aeroplane.

CHAPTER 9 9.3.5 There is no requirement for the identification of a least-risk bomb location on the aeroplane. 9.6.2 There is no requirement for markings and placards or instructions to be provided to give any

information that is essential to the ground crew in order to preclude the possibility of mistakes in ground servicing.

CHAPTER 11 11.1 There is no requirement for consideration to be given during the design of the aeroplane to the

provision of a least-risk bomb location. 11.2 There is no requirement for the flight crew compartment door and the flight crew compartment

bulkhead to be designed to minimize penetration by small arms fire and grenade shrapnel. 11.3 There is no requirement for consideration to be given to design features that will deter the easy

concealment of weapons, explosives or other dangerous objects. PART IV CHAPTER 2 2.2.1.2 There is no such requirement for small helicopters other than for take-off and landing.



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2 GERMANY SUPPLEMENT TO ANNEX 8 (NINTH EDITION)

24/2/05

2.2.2.1 2.2.2.2 2.2.3 2.2.3.1 2.2.3.1.1 2.2.3.1.2 2.2.3.1.3 2.2.3.1.4

There is no reference to performance Class 1, 2 or 3, but only to Categories A and B.

2.2.3.2 There is no reference to performance Class 1, 2 or 3, but only to Categories A and B. There is no

such requirement for climb, cruise or descent performance to be taken into account with the critical two power-units inoperative for helicopters having three or more power-units.

2.2.3.3 2.2.3.3.1

There is no reference to performance Class 1, 2 or 3, but only to Categories A and B.

CHAPTER 4 4.1.6 f) There is no requirement for design precautions to be taken to protect against instances of cabin

depressurization and against the presence of smoke or other toxic gases that could incapacitate the occupants of the helicopter.

4.1.8 There is no requirement for design provisions to minimize the risk that ground-handling

operations may cause damage, which could pass unnoticed, to the parts of the helicopter essential for its safe operation.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) GRENADA 1

24/2/05

PART II CHAPTER 3 3.6.3 Grenada issues a private category Certificate of Airworthiness. CHAPTER 4 4.3.4 Mandatory continuing airworthiness information issued by Grenada is not transmitted to the State

of Design. PART IIIA CHAPTER 9 9.3.5 No requirements exist for operators to acquire information concerning a least-risk bomb location.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) GUATEMALA 1

24/2/05

PART II CHAPTER 1 Guatemala does not issue Type Certificates. Guatemala accepts the FAA and JAA type

certification, contained in the airworthiness codes of the FAR and JAR standards, respectively. Guatemala, therefore, associates itself with the differences notified by the United States and any JAA Member State.

CHAPTER 2 Guatemala does not issue Type Certificates. Guatemala accepts the FAA and JAA type


PARTS IIIA and IIIB

Guatemala does not issue Type Certificates. Guatemala accepts the FAA and JAA type certification, contained in the airworthiness codes of the FAR and JAR standards, respectively. Guatemala, therefore, associates itself with the differences notified by the United States and any JAA Member State.

PART IV Guatemala does not issue Type Certificates. Guatemala accepts the FAA and JAA type


___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) GUYANA 1

24/2/05

PART II CHAPTER 3 3.2.2 No airworthiness code adopted. 3.6.3 No systems/procedures to permit/prohibit a damaged foreign aircraft from flying to an aerodrome

where it can be restored to an airworthy condition. CHAPTER 4 4.3.2 No transmission of information that Guyana has found necessary for the mandatory continuing

airworthiness of aircraft to State of Design or to any other State upon request .

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) HAITI 1

24/2/05

PART II CHAPTER 3 3.2.2 Not implemented. CHAPTER 4 4.3 Not implemented.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) HONDURAS 1

24/2/05

PART IIIA Not applicable. Honduras does not issue type certificates. It accepts type certificates issued by the FAA and JAA.

PART IIIB Not applicable. Honduras does not issue type certificates. It accepts type certificates issued by the

FAA and JAA. PART IV Not applicable. Honduras does not issue type certificates. It accepts type certificates issued by the

FAA and JAA.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) HUNGARY 1

24/2/05

PART II CHAPTER 4 4.3.5 No system exists by which information on faults, malfunctions, defects and other occurrences that

cause or may cause adverse effects on the continuing airworthiness of aircraft is transmitted to the organizations responsible for the type design of aircraft.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) IRELAND 1

24/2/05



PART IIIA CHAPTER 2 2.2.3 In the airworthiness codes, scheduling of landing distance with runway slope is not mandated, but







4.1.6 At this time, the airworthiness codes do not specifically require protection against explosive and

incendiary devices. CHAPTER 9 9.2.4 The airworthiness codes do not specifically address the issue of limitations on equipment and

systems, but in practice Ireland complies with the Standard. 9.3.5 At this time, the airworthiness codes do not specifically require the identification of the least-risk


pilot compartment doors.



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2 IRELAND SUPPLEMENT TO ANNEX 8 (NINTH EDITION)

24/2/05

PART IIIB SUB-PART B B.2.7 In the airworthiness codes, scheduling of landing distance with runway slope is not mandated, but



B.2.7 b) and e) The airworthiness codes ensure compliance with this Standard except for accountability for worn



SUB-PART C C.7 a) In general, the consideration of likely impact with birds is not mandated in the airworthiness codes

for small aeroplanes and commuter category aeroplanes except for bird impact on windshield for commuter category.

C.7 c) Consideration of the probable behaviour of the aeroplane in ditching is only required for type

certification where ditching certification is required by operating rules. SUB-PART D D.1.1 At this time, the airworthiness codes do not specifically require the observing of Human Factors


D.1.3 The effect of the materials on the occupants of the aeroplane and other persons on the ground, and

the environment in general, in normal and emergency situations, is not specifically addressed in the airworthiness codes.

D.2 a) The airworthiness codes ensure compliance with subparagraph a) except for prevention of mis-

assembly. D.2 b), g) 3), h) and i)

At this time, the airworthiness codes do not mandate protection against explosive and incendiary devices.

SUB-PART F F.1 At this time, the airworthiness codes do not specifically require the observing of Human Factors




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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) IRELAND 3

24/2/05

F.1.2 c) F.5



systems, but in practice Ireland complies with the Standard. SUB-PART I I.1 This provision is not included in the airworthiness codes, but in the case of new design, special

conditions can be used during certification to address cases where the related airworthiness code does not contain adequate or appropriate safety Standards.

I.6 The airworthiness codes do not address this Standard except for the installation requirement of

survival equipment. The rest is covered by the operating rules. SUB-PART K At this time, the airworthiness codes do not specifically address these security Standards except

for pilot compartment doors. PART IV CHAPTER 2 2.2.3.1 For Category B helicopters, the airworthiness code only requires take-off distance to be included

in the performance data. 2.2.3.2 The concept of two power-units inoperative is not included in the airworthiness codes, but in the

case of new design, special conditions can be used during certification to address cases where the related airworthiness code does not contain adequate or appropriate safety standards.




depressurization, but this issue may be addressed during certification if appropriate using the special condition procedure.


cause damage.



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4 IRELAND SUPPLEMENT TO ANNEX 8 (NINTH EDITION)

24/2/05

CHAPTER 6 6.7 At this time, the airworthiness codes do not ensure compliance with the engine restarting Standard

for small helicopters. 6.8.5 The airworthiness codes ensure compliance with this Standard except for the extinguishment for



___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) ITALY 1

24/2/05

PART IIIA CHAPTER 9 9.3.5 There is no reference in JAR-25 for the need of a least-risk bomb location identification. See

Note 1. 9.6.2 No placards are required in JAR-25 for towing loads. JAR-25.509 prescribes the design towing

loads. See Note 2. CHAPTER 11 11.1 No provision for a least-risk location identification. See Note 3. 11.2 No such requirement in JAR-25. See Note 3. 11.3 PART IV CHAPTER 2 2.2.2.1 There is no requirement in JAR-29 for a demonstration of compliance in case of departure from

the idealized condition. See Note 4. CHAPTER 4 4.1.8 No specific provisions are requested in JAR-27/29 for risk associated with handling operations.

See Note 5. CHAPTER 6 6.3.2 No warning requested for overspeed. See Note 6. CHAPTER 7 7.4.2 No requirements concerning possible effects on an outside observer. See Note 7. Note 1: Part IIIA, Chapter 9, 9.3.5: appropriate rule-making JAA-FAA harmonized initiatives are in progress. Note 2: Part IIIA, Chapter 9, 9.6.2: appropriate rule-making JAA-FAA harmonized initiatives are in progress. Note 3: Part IIIA, Chapter 11, 11.1, 11.2 and 11.3: appropriate rule-making JAA-FAA harmonized initiatives are in progress.



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2 ITALY SUPPLEMENT TO ANNEX 8 (NINTH EDITION)

24/2/05

Note 4: Part IV, Chapter 2, 2.2.2.1: appropriate coordination initiatives between JAA-FAA and ICAO AIRP are in progress. The JAA-FAA Joint Harmonization Working Group has determined that JAR/FAR 29.45(a)(2) does cope with the ICAO Standard. Note 5: Part IV, Chapter 4, 4.1.8: appropriate coordination initiatives between JAA-FAA and ICAO AIRP are in progress. The JAA-FAA Joint Harmonization Working Group has determined that, as written, this ICAO Standard covers damage to the helicopter from any ground-handling activity. This goes beyond FAR/JAR, although Damage Tolerance work currently ongoing addresses this issue. Note 6: Part IV, Chapter 6, 6.3.2: appropriate coordination initiatives between JAA-FAA and ICAO AIRP are in progress. The JAA-FAA Joint Harmonization Working Group has determined that no overspeed warning is required for JAA/JAR. This is normally obvious to the pilot due to changes in noise characteristics. FAR/JAR require under-speed warning only for single engine helicopters or multi-engine helicopters not having a device to automatically increase power following engine failure. FAA/JAR allow the inherent aerodynamic qualities to be used for low rotor speed warning instead of a device. The intent of the Standard is met. Note 7: Part IV, Chapter 7, 7.4.2: appropriate coordination initiatives between JAA-FAA and ICAO AIRP are in progress. The JAA-FAA Joint Harmonization Working Group has determined that FAA/JAA have no standards for harmful dazzle; however, since no history of unsafe condition exists, Italy recommends deletion of this Standard.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) JAMAICA 1

24/2/05

PART II CHAPTER 4 4.3.8 Jamaica has not established the procedures and the type of service information that is to be

reported to its airworthiness authority by operators, organizations responsible for type design, and maintenance organizations.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) JAPAN 1

24/2/05

PART IIIA CHAPTER 4 4.1.6 g) No requirement for fires caused by explosive or incendiary devices. 4.1.6 h) Design precautions are taken to protect against cabin depressurization and against the presence of

smoke and toxic gases, except those caused by explosive or incendiary devices. CHAPTER 8 8.4.2 Japanese regulations do not address the effects of aircraft lights on outside observers. CHAPTER 9 9.3.5 Identification of a least-risk bomb location is not required. CHAPTER 11 11.1 Japan has no requirement for the provision of a least-risk bomb location. 11.2 Japan has no requirement for the flight crew compartment doors and bulkhead to be designed to

minimize penetration by small arms fire and grenade shrapnel. 11.3 Japan has no requirement for design features to deter the easy concealment of weapons, explosives

or other dangerous objects and to facilitate search procedures for such objects. PART IV Japanese airworthiness code for helicopters is established based on US FAR Parts 27 and 29. CHAPTER 2 2.2.2 2.2.2.1 2.2.2.2

ICAO bases its helicopter classification (Class I, Class II and Class III) on performance. Japan bases the classification (Category T Class A and Class B) on weight and performance.

2.2.3.1 2.2.3.1.1 2.2.3.1.2 2.2.3.1.3 2.2.3.1.4

Take-off distance, path and rejected take-off distance information are required for Category T Class A helicopters.

2.2.3.2 En-route performance is based solely on climb performance for both all-engines operating and one

engine inoperative situations (Category T Class A/B). 2.2.3.3 2.2.3.3.1

The landing decision point (LDP) is required for Category T Class A helicopters.



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2 JAPAN SUPPLEMENT TO ANNEX 8 (NINTH EDITION)

24/2/05

CHAPTER 7 7.4.2 b) Japanese regulations do not address the effects of aircraft lights on outside observers.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) JORDAN 1

24/2/05

PART II CHAPTER 3 3.2.2 Not implemented. CHAPTER 4 4.3.1 Not implemented. 4.3.2 4.3.4 4.3.6 4.3.7 4.3.9 PART IIIA CHAPTER 1 1.1.3 Not implemented. 1.1.4 1.2 1.4 CHAPTER 2 2.2.1.2 Not implemented. 2.2.2.2 2.3.1.3 2.3.2 2.3.4.2 2.3.4.3 2.3.5 CHAPTER 3 3.1.1 Partially implemented. 3.1.2 Not implemented. 3.1.3 3.2.1 3.2.2 Partially implemented. 3.3



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2 JORDAN SUPPLEMENT TO ANNEX 8 (NINTH EDITION)

24/2/05

3.3.1 3.3.2 3.4.1 3.5 3.6 3.7

Not implemented.

CHAPTER 4 4.1.3 Partially implemented. 4.1.4 4.1.5 4.1.6 4.1.7 4.1.7.1 4.1.7.2 4.1.7.4 CHAPTER 5 5.1 Not implemented. 5.2 5.3 CHAPTER 6 6.1 Not implemented. 6.2 6.3 CHAPTER 7 7.1.1 Not implemented. 7.1.2 7.2.2 7.2.4 Partially implemented. CHAPTER 8 8.1 Partially implemented. 8.4



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) JORDAN 3

24/2/05

CHAPTER 9 9.6 Partially implemented. CHAPTER 11 11.1 Not implemented. 11.2 11.3 PART IV CHAPTER 1 1.1.2 Not implemented. 1.1.4 Not implemented. CHAPTER 2 2.3.1 Not implemented. 2.3.1.2 CHAPTER 4 4.1 Not implemented. 4.1.1 4.1.2 4.1.3 4.1.4 4.1.5 4.1.6 4.1.7 Partially implemented. 4.1.8 Not implemented. CHAPTER 5 Not implemented. CHAPTER 6 Not implemented.



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4 JORDAN SUPPLEMENT TO ANNEX 8 (NINTH EDITION)

24/2/05

CHAPTER 7 7.4 Not implemented. CHAPTER 9 9.3.2 Not implemented.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) KIRIBATI 1

24/2/05

PART II CHAPTER 3 3.2.2 The Directorate of Civil Aviation (DCA) of Kiribati has not adopted an airworthiness code. CHAPTER 4 4.2 Kiribati has not established a system for regularly receiving mandatory continuing airworthiness

information such as Airworthiness Directives. Kiribati has not established a system for receiving information on faults, malfunctions and defects and for reporting to the manufacturer its operational experience.

4.3.3 Kiribati has not established a system for regularly receiving mandatory continuing airworthiness

information such as Airworthiness Directives. 4.3.5 Kiribati has not established a system for receiving information on faults, malfunctions and defects

and for reporting to the manufacturer its operational experience. PART IIIA CHAPTER 9 9.3.5 No provision exists for identifying a least-risk bomb location.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) KUWAIT 1

24/2/05

PART II CHAPTER 1 1.2 Kuwait does not have a design and manufacturing code and therefore adopts the applicable

airworthiness codes for the State of Design (the Joint Aviation Regulations (JARs), the U.S. Federal Aviation Regulations (FARs), and British Civil Aviation Requirements (BCARs)) specifically taking into consideration all the differences reported to ICAO by those States.

CHAPTER 3 3.2.1 There are no design aspects of appropriate airworthiness requirements for the issue of a Certificate

of Airworthiness, instead Kuwait initially accepts an aircraft based on the applicable airworthiness requirements for the State of Design with due consideration to any special requirement that Kuwait may add.

CHAPTER 4 4.3.4 Kuwait does not have provisions for reporting to the State of Design any mandatory continuing

airworthiness information issued by Kuwait. 4.3.5 Kuwait does not have a system whereby information on faults, malfunctions, defects and other

occurrences that cause or might cause adverse effects on the continuing airworthiness of the aircraft is transmitted to the organization responsible for the type design of that aircraft.

PART IIIA CHAPTER 10 10.1 10.2 10.3 10.4

Due to non-availability of a fully comprehensive airworthiness code, Kuwait adopts the information issued by the States of Design regarding the procedures mentioned in 10.2, 10.3 and 10.4 for maintaining the aeroplane in an airworthy condition.

PART IIIB SUB-PART G G.7.2 G.7.3 G.7.4

Due to non-availability of a fully comprehensive airworthiness code, Kuwait adopts the information issued by the States of Design regarding the procedures mentioned in G.7.2, G.7.3 and G.7.4 for maintaining the aeroplane in an airworthy condition.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) LATVIA 1

24/2/05

PART II CHAPTER 4 4.3.5 No requirement for general aviation (non-commercial) for a system for transmitting information

on faults, malfunctions, defects and other occurrences that cause or might cause adverse effects on continuing airworthiness of aircraft to the organizations responsible for the type design of that aircraft.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) LESOTHO 1

24/2/05

PART II CHAPTER 3 3.2.3 Not implemented. No requirement for determining continuing airworthiness of aircraft by a

periodical inspection at appropriate intervals. CHAPTER 4 4.3.5 Not implemented. No requirement for transmitting information on faults, malfunctions, defects

and other occurrences that cause or might cause adverse effects on continuing airworthiness of aircraft to the organizations responsible for the type design of that aircraft.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) LITHUANIA 1

24/2/05

General Lithuania is in a transitional phase into JAR systems. PART III JAR-25 regulations are used. PART IV JAR-27 and JAR-29 regulations are used.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) LUXEMBOURG 1

24/2/05

PART II CHAPTER 3 3.2.3 No regulations have been developed. 3.5 3.6.2 CHAPTER 4 4.3.3 No regulations have been developed. PART IIIA CHAPTER 9 9.3.5 No regulations have been developed.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) MALDIVES 1

24/2/05

PART II CHAPTER 3 3.6.3 No ferry flight provisions for aircraft no longer airworthy. CHAPTER 4 4.3.5 No requirement for reporting information on faults, defects and malfunctions. PART IIIA CHAPTER 9 9.3.5 No provision for identifying a least-risk bomb location.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) MALTA 1

24/2/05

PART IIIA CHAPTER 9 9.3.5 No requirement.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) MONACO 1

24/2/05

PART II CHAPTER 3 3.2.3 No regulations have been developed. 3.5 3.6.3 CHAPTER 4 4.3.3 No regulations have been developed.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) MYANMAR 1

24/2/05

PART I Definitions Except for the definitions of Aeroplane and Aircraft, other definitions described in Part I have not

yet been introduced into the national regulations. PART IIIA CHAPTERS 1 to 10

Not implemented. Myanmar is not a State of Manufacture but only accepts any flying machine that complies with minimum Standards of airworthiness prescribed in the United Kingdom and the competent authorities of any foreign country.

PART IV CHAPTERS 1 to 9

Not implemented. Myanmar is not a State of Manufacture.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) NAMIBIA 1

24/2/05

PART II CHAPTER 3 3.2.2 Not complied with. CHAPTER 4 4.3.3 Namibia uses both the adoption and assessment of mandatory continuing airworthiness

information (Airworthiness Directives).

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) NEW ZEALAND 1

24/2/05

PART I Definitions Design take-off mass. Design take-off mass is referred to as “maximum certified take-off weight”. Performance Class 1, 2 and 3 helicopters. Large helicopters (heavier than 6 000 lb) are classified

as either Category A or B on the basis of weight, passenger-carrying capacity and auxiliary systems as well as performance capabilities. There is no classification scheme for all other helicopters (6 000 lb or less).

PART II CHAPTER 3 3.6.1 New Zealand Civil Aviation Rules (CAR) place responsibility for judgement of aircraft damage,

to ensure an aircraft’s airworthiness, on licensed pilots and maintenance engineers based on provisions in CAR 91.201 and CAR 43.53. New Zealand, as the State of Registry, does not directly judge whether the damage is of a nature such that the aircraft is no longer airworthy. Irrespective of aircraft damage, the Certificate of Airworthiness is valid unless the Director uses provisions in section 17 (2) of the Civil Aviation Act 1990 (CAA Act 17 (2)) to revoke the certificate.

3.6.3 As in Standard 3.6.1, New Zealand Civil Aviation Rules (CAR) do not place direct responsibility

on the State of Registry to determine if the damage sustained is of a nature such that the aircraft is no longer airworthy.

3.6.4 As in Standard 3.6.1, New Zealand Civil Aviation Rules (CAR) do not place direct responsibility

on the State of Registry to determine if the damage sustained is of a nature such that the aircraft is no longer airworthy. In this situation, if the pilot determines that the aircraft is airworthy as per CAR 91.201, the aircraft shall be allowed to resume its flight. CAR 12.55 requires all serious incidents, or immediate hazards to the safety of aircraft operations, to be reported. This gives the CAA a tool to monitor if the pilot complied with CAR 91.201.

CHAPTER 4 4.3.1 The Civil Aviation Authority Aircraft Certification Unit (ACU) procedures have no formal

procedure to advise the State of Design that it has entered such an aircraft on its register. PART IIIA Compliance with Part IIIA is by incorporation by reference in the New Zealand Civil Aviation

Rules of appropriate United States Federal Aviation Regulations. CHAPTER 1 1.1.3 Effective 17 October 1979, the United States certificated certain aeroplanes at weights in excess of

5 700 kg (12 566 lb) that do not fully meet the ICAO Airworthiness Standards of Part IIIA. The Airworthiness Certificate of aeroplanes that do not meet ICAO Standards will be endorsed as follows:



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2 NEW ZEALAND SUPPLEMENT TO ANNEX 8 (NINTH EDITION)

24/2/05

“This aeroplane at weights in excess of 5 700 kg does not meet the airworthiness requirements of ICAO, as prescribed by Annex 8 to the Convention on International Civil Aviation.”

1.5.1 The United States also uses service experience and equivalent safety findings as a basis for finding

compliance with the appropriate airworthiness requirements. CHAPTER 2 2.2.3 This ICAO provision requires performance data to be scheduled for ranges of gradient of the

landing surface for landplanes and ranges of water surface conditions, water density and strength of current for seaplanes. For landplanes, the United States requires the landing distance to be determined only on a level runway. For seaplanes, the United States requires the landing distance on water to be determined only on smooth water. Operational take-off and landing distance margins are applied where appropriate by United States operational regulations and guidance.

PART IIIB Compliance with Part IIIB is by incorporation by reference in the New Zealand Civil Aviation

Rules of appropriate United States Federal Aviation Regulations. PART IV Compliance with Part IV is by incorporation by reference in the New Zealand Civil Aviation

Rules of appropriate United States Federal Aviation Regulations. CHAPTER 1 1.2.2, Note 1 The United States does not allow the weight and centre of gravity limitations to vary as a function

of altitude or phase of flight (take-off, cruise, landing, etc.). CHAPTER 2 2.2.1 2.2.2

As stated in the difference with respect to the definitions of classes of helicopters in Part I, United States classifications are based on other factors as well as performance.

2.2.3.1 For Category B helicopters, only take-off distance is required to be included in the performance

data, while take-off distance, path and rejected take-off distance information is required for Category A helicopters. There are no comparable requirements for helicopters weighing less than 6 000 pounds.

2.2.3.2 En-route performance is based solely on climb performance for both all-engines operating and one

engine inoperative situations (Categories A and B). There is no comparable requirement for helicopters weighing less than 6 000 pounds.

2.2.3.3.1 The landing decision point (LDP) is required for Category A helicopters only.



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) NEW ZEALAND 3

24/2/05

CHAPTER 4 4.1.6 e) The United States does not provide criteria relative to fire protection/prevention for interior

furnishing materials replaced during major refurbishment. The fire protection levied is dependent on the original certification basis.

CHAPTER 7 7.4.2 Minimum acceptable intensities are prescribed for navigation lights and anti-collision lights, i.e.

no reduction below these levels is possible.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) NICARAGUA 1

24/2/05

PART IIIA CHAPTER 9 9.3.5 Nicaragua has not required identification of a least-risk bomb or explosive device location. CHAPTER 11 11.1 The civil aviation regulations of Nicaragua do not establish the requirement for a least-risk bomb

location. PART IIIB SUB-PART K K.1 The civil aviation regulations of Nicaragua do not establish the requirement of a least-risk bomb

location.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) NIGERIA 1

24/2/05

PART II CHAPTER 4 4.3.5 The Nigerian Civil Aviation Authority shares information on in-service difficulties for foreign

products with the State of Design but not with the organization responsible for the type design directly.

PART III Nigeria has developed a comprehensive airworthiness code based on the JARs that includes all the

design standards. However, Nigeria at this time is not a State of Design or State of Manufacture. PART IV Nigeria has developed a comprehensive airworthiness code based on the JARs that includes all the

design standards. However, Nigeria at this time is not a State of Design or State of Manufacture.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) NORWAY 1

24/2/05

PART II CHAPTER 3 3.2.3 Design/certification of new aircraft is dealt with by JAR 21. JAR maintenance codes do not

specify details for validating Certificates of Airworthiness. 3.6.2 3.6.3

Not covered in JAA Maintenance codes. No JAA Reference to State of Registry. JARs refer to the responsibility of State of Operation.

CHAPTER 4 4.3.1 Not implemented.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) OMAN 1

24/2/05

PART II CHAPTER 1 The codes of the State of Design are adopted. CHAPTER 2 The codes of the State of Design are adopted. CHAPTER 4 4.3.2 4.3.6 4.3.7 4.3.9

Not implemented. Oman is neither a State of Design nor State of Manufacture.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) PALAU 1

24/2/05

PART II CHAPTER 3 3.2.2 Not implemented. 3.2.3 Partially implemented. 3.6.3 CHAPTER 4 4.3.3 A system for adopting Airworthiness Directives has not been established.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) PAPUA NEW GUINEA 1

24/2/05

PART II CHAPTER 4 4.3.1 Papua New Guinea does not advise the State of Design that an aircraft type is being placed on the

Papua New Guinea register. 4.3.2 There is no airworthiness control impact as Papua New Guinea is not a State of Design of an

aircraft. 4.3.3 Only informal arrangements exist. The problem is exacerbated by 4.3.1. 4.3.4 Papua New Guinea does not provide information to the State of Design. No formalized

arrangement exists. 4.3.5 Papua New Guinea does not give information to organizations responsible for the type design. 4.3.6 4.3.7

There is no airworthiness control impact as Papua New Guinea is not a State of Design of an aircraft.

4.3.8 Procedures for reporting this information is not established in Papua New Guinea. 4.3.9 There is no airworthiness control impact as Papua New Guinea is not a State of Design of an

aircraft. PART IIIA CHAPTER 8 8.4.1 Papua New Guinea allows the use of either flashing aviation red or flashing aviation white anti-

collision lights for flights at night.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) PARAGUAY 1

24/2/05

PART II CHAPTER 3 3.2.2 A comprehensive and detailed airworthiness code has not been developed and there has been no

recognition of another Contracting State’s airworthiness code. Since Federal Aviation Regulations (FARs) 23, 25, 27, 29, 31, 33 and 35 corresponding to Parts III and IV of Annex 8 have been adopted as airworthiness codes, reference will need to be made to the differences notified by the United States.

3.3.1 The Certificate of Airworthiness does not provide information concerning the airworthiness code

under which it is issued. 3.6.2 Not communicated to other States. CHAPTER 4 4.3.1 The State of Design is not notified of aircraft which are registered. 4.3.2, Note 2 Information is not sent for ICAO Circular 95. 4.3.4 Mandatory information is not transmitted to the State of Design. 4.3.5 No such system has been implemented. PART III Not implemented.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) PHILIPPINES 1

24/2/05

PART II CHAPTER 3 3.6.4 In the case of damage to an aircraft and permission given by the State of Registry for ferry flight,

the Aviation Order provides that the Philippines Air Transportation Office will not permit a flight if it considers that it would be detrimental to the safety of air navigation to do so. Not implemented.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) POLAND 1

24/2/05

PART IIIA CHAPTER 9 9.3.5 Poland does not have similar requirements. CHAPTER 11 11.2 11.3

Poland does not have similar requirements.

PART IV CHAPTER 4 4.1.6 f) There is no requirement for design precautions to be taken to protect against instances of cabin

depressurization. CHAPTER 6 6.7 There are no comparable requirements for helicopters. In conjunction with the JAA Member

States and the United States, Poland works with the purpose of meeting the intent of this ICAO provision.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) QATAR 1

24/2/05

PART IIIA CHAPTER 9 9.3.5 Not implemented.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) ROMANIA 1

24/2/05

PART I Definitions Performance Class 1, 2 and 3 helicopters. Small helicopters (7 000 lb or less) and large

helicopters are classified/certified as either Category A or B on the basis of engine and system isolation features as well as performance capabilities.

PART IIIA CHAPTER 1 1.5.1 Romania also uses service experience and equivalent safety findings as a basis for finding

compliance with the appropriate airworthiness requirements. CHAPTER 2 2.3.4.1 There is no specific requirement for the stall warning characteristics with one power-unit

inoperative. CHAPTER 4 4.1.6 g) Design features were not imposed for the cargo compartment fire suppression systems to take into

account a sudden and extensive fire such as that caused by an explosive or incendiary device. 4.1.6 h) Design precautions were not imposed against cabin depressurization and the presence of smoke

due to explosive and incendiary device. CHAPTER 9 9.3.5 There is no specific requirement for the identification, in the aeroplane, of a least-risk location for

a bomb. 9.6.2 Placards are not required for all ground servicing operations, only for fluid filler openings. CHAPTER 11 11.1 No design requirements for least-risk bomb location. 11.2 No requirements for minimizing penetration of the flight crew compartment door. 11.3 No requirements for design features that will deter the easy concealment of weapons, explosives

or other dangerous objects on board aeroplanes.



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2 ROMANIA SUPPLEMENT TO ANNEX 8 (NINTH EDITION)

24/2/05

PART IV CHAPTER 2 2.2 As stated in the difference with respect to the definitions of classes of helicopters in Part I. 2.2.1.2 For small helicopters, the references to pilot skills are made only for take-off and landing

performance, not for all flight performance. 2.2.3.2 There are no requirements to establish en-route performance with the two critical power-units

inoperative for helicopters having three or more power units. CHAPTER 4 4.1.6 f) There are no specific requirements for pressurized cabins. 4.1.8 There are no requirements for design provisions to minimize the risk of damage caused by ground-

handling operations.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) RUSSIAN FEDERATION 1

24/2/05

PART II CHAPTER 4 4.3.2 For the aircraft for which it is the State of Design, the Russian Federation does not have a system

to transmit any generally applicable information necessary for the continuing airworthiness of the aircraft and for the safe operation of the aircraft (mandatory continuing airworthiness information) to every Contracting State, which has advised the State that it has entered the aircraft on its register, and to any other Contracting State upon request.

PART IIIA CHAPTER 4 4.1.6 g), h) and i) Provisions concerning the security aspects of aircraft design have not yet been introduced in

airworthiness regulations. A working group has been established with the industry to define detailed requirements.

PART IV CHAPTER 2 2.2.2 The Russian Federation does not certify its helicopters according to Performance Classes 1, 2 and

3 but according to certification Categories A and B as in FAR-29 and JAR-29. 2.2.3.2 b) There are no Russian helicopters with more than two engines. CHAPTER 4 4.1.6 f) There are no pressurized helicopters operating in the Russian Federation.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) SAINT KITTS AND NEVIS 1

24/2/05

PART II CHAPTER 3 3.6.3 Saint Kitts and Nevis issues a private category Certificate of Airworthiness. CHAPTER 4 4.3.4 Mandatory continuing airworthiness information issued by Saint Kitts and Nevis is not transmitted

to the State of Design. PART IIIA CHAPTER 9 9.3.5 There are no requirements for operators to acquire information concerning a least-risk bomb

location.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) SAINT LUCIA 1

24/2/05

PART II CHAPTER 3 3.6.3 Saint Lucia issues a private category Certificate of Airworthiness. CHAPTER 4 4.3.4 Mandatory continuing airworthiness information issued by Saint Lucia is not transmitted to the

State of Design. PART IIIA CHAPTER 9 9.3.5 There are no requirements for operators to acquire information concerning a least-risk bomb

location.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) SAINT VINCENT AND THE GRENADINES 1

24/2/05

PART II CHAPTER 3 3.6.3 Saint Vincent and the Grenadines issues a private category Certificate of Airworthiness. CHAPTER 4 4.3.4 Mandatory continuing airworthiness information issued by Saint Vincent and the Grenadines is

not transmitted to the State of Design. PART IIIA CHAPTER 9 9.3.5 There are no requirements for operators to acquire information concerning a least-risk bomb

location.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) SAMOA 1

24/2/05

PART II CHAPTER 3 3.6.3 3.6.4

Not implemented in the case of damage to an aircraft and permission given by the State of Registry for ferry flight. Regulations provide that the Samoa CAA will not permit flight if it considers that it would be detrimental to the safety of air navigation to do so.

CHAPTER 4 4.3.1 Partially implemented. Samoa does not always inform the State of Design when it enters a specific

type for which it is not the State of Design on its aircraft register. PART IIIA CHAPTER 1 1.5.1 Not implemented. The Samoa CAR incorporates the FAA requirement for service experience and

equivalent safety findings to be used as a basis for finding compliance with the appropriate airworthiness requirements.

CHAPTER 2 2.2.3 The ICAO provision requires performance data to be scheduled for ranges of gradient of the

landing surface for landplanes and ranges of water surface conditions, water density and strength of current for seaplanes. For landplanes, Samoa requires the landing distance to be determined only on a level runway. For seaplanes, Samoa requires the landing distance on water to be determined only on smooth water.

2.3.4.1 Not implemented. Samoa rules regarding stall warning do not explicitly refer to alarms with one

power-unit inoperative. CHAPTER 9 9.3.5 Not implemented. 9.6.2 Not implemented. PART IV CHAPTER 1 1.2, Note 1 Weight and centre of gravity limitations not varied as a function of altitude or phase of flight

(take-off, cruise, landing, etc.).



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2 SAMOA SUPPLEMENT TO ANNEX 8 (NINTH EDITION)

24/2/05

CHAPTER 4 4.1.6 e) Not implemented. Criteria relative to the fire protection/prevention for interior furnishing

materials replaced during major refurbishment is not provided in the Samoa rules. The fire protection levied is dependent on the original certification basis.

CHAPTER 6 6.7 Not implemented. 6.8.5 Not implemented. Policy on designated fire zones on the aircraft is not outlined and Samoa has

incorporated the FAA rules on this subject. CHAPTER 7 7.4.2 Not implemented. Minimum acceptable intensities are not prescribed for navigation lights and

anti-collision lights.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) SEYCHELLES 1

24/2/05

PART II CHAPTER 1 1.1 1.2.1 1.2.2 1.2.3 1.2.4

Type Certification activity is limited to validation of State of Design Type Certificate.

1.3.1 1.3.3 1.3.4 1.4.1 1.4.2

Not implemented.

CHAPTER 3 3.2.4 Not implemented. 3.6.3 3.6.4 CHAPTER 4 4.2.1 Not implemented. 4.2.2 4.3.1 Enforced but not formalized by regulations. 4.3.2 Not implemented. Seychelles is not a State of Design. 4.3.3 Enforced but not formalized by regulation. 4.3.4 4.3.5 No mandatory reporting to Type Certificate holder. 4.3.6 Seychelles is not a State of Design. 4.3.9 Seychelles is not a State of Manufacture.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) SOUTH AFRICA 1

24/2/05

PART II CHAPTER 4 4.3.8 South Africa does not require the submission of service information to the authority.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) SPAIN 1

24/2/05

PART IIIA CHAPTER 9 9.3.5 Not complied with. CHAPTER 11 11.1 Not complied with. 11.2 Partially complied with. 11.3 Not complied with.

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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) SRI LANKA 1

24/2/05

PART II CHAPTER 3 3.3.1 Figure 1 included additional field for sub-divisions to meet air navigation regulations (ANR)

requirements.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) TAJIKISTAN 1

24/2/05

PART II CHAPTER 1 1.3.2 No requirements of the State for flight tests to show compliance with their airworthiness

regulations. CHAPTER 2 2.2.3 The system of inspection is not approved by the State. CHAPTER 4 4.3.8 Not implemented. PART IIIA CHAPTER 10 10.4 Not implemented. Maintenance tasks and frequencies that have been specified as mandatory by

the State of Design in approval of the type design do not need to be identified as such. CHAPTER 11 11.1 Not implemented. 11.2 11.3 PART IV CHAPTER 1 1.3 Not implemented. CHAPTER 2 2.2.3.1.4 Not implemented. Take-off distance required.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) THE FORMER YUGOSLAV REPUBLIC OF MACEDONIA 1

24/2/05

PART II CHAPTER 3 3.2.2 Not implemented. 3.5 3.6.3 CHAPTER 4 4.3.3 Not implemented. 4.3.4 4.3.8 PART IIIA CHAPTER 9 9.3.5 Not implemented.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) TRINIDAD AND TOBAGO 1

24/2/05

PART II CHAPTER 1 Not applicable. CHAPTER 2 Not applicable. CHAPTER 3 3.2.4 Not applicable. Trinidad and Tobago issues Certificates of Airworthiness on the basis of a Type

Certificate issued by the United States, United Kingdom, Canada and JAA countries. CHAPTER 4 4.3.6 Not applicable. Trinidad and Tobago is not a State of Design. 4.3.7 4.3.9 PART III Not applicable. Trinidad and Tobago is not a State of Design. PART IV Not applicable. Trinidad and Tobago is not a State of Design.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) TUNISIA 1

24/2/05

PART II CHAPTER 2 2.2 Not implemented. Tunisia is not a State of Manufacture. CHAPTER 3 3.6.2 No requirement; however, it is a practice. CHAPTER 4 4.3.2 Not implemented. Tunisia is not a State of Design. 4.3.3 Tunisia directly adopts the mandatory information provided by the State of Design. 4.3.4 Tunisia applies, directly and without amendment, all the mandatory continuing airworthiness

information issued by the State of Design, without making any changes or additions. 4.3.6 Not implemented. Tunisia is not a State of Design. 4.3.7 4.3.9 PART IIIA Not implemented. Tunisia is not a State of Design. PART IIIB Not implemented. Tunisia is not a State of Design. PART IV Not implemented. Tunisia is not a State of Design.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) TURKMENISTAN 1

24/2/05

PART II CHAPTER 4 4.3.5 Information on faults, malfunctions, defects and other occurrences is sent to the organization

responsible for the type design of the aircraft regardless of the take-off mass of that aircraft (for all aircraft types registered in Turkmenistan).

PART IIIA CHAPTER 2 2.3.1 The Aviation Regulations of Turkmenistan require that aeroplanes with three or more power-units

remain safely controllable and manoeuvrable following sudden failure of a second critical power-unit when the aeroplane is configured for cruise, approach or landing.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) UGANDA 1

24/2/05

PART II CHAPTER 4 4.3.4 Uganda does not transmit to the State of Design mandatory continuing airworthiness information

that it has originated. 4.3.5 Uganda has other means of compliance with the mandatory system for reporting faults,

malfunctions and defects to the organization responsible for the type design. 4.3.7 Not applicable and not implemented. Uganda is not a State of Design.

___________________



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) UNITED KINGDOM 1

24/2/05

PART I Definitions Performance Class 1, 2 and 3 helicopters. The United Kingdom classifies helicopters as either

Category A or B for certification. PART IIIA CHAPTER 2 2.2.3 The United Kingdom complies except that it does not require the scheduling of landing distance

with runway slope. The United Kingdom complies except performance is not scheduled for variations in water surface conditions, density of water and strength of current.

2.3.4.1 Stall testing with one engine inoperative is not required. CHAPTER 4 4.1 For design of the flight deck, the United Kingdom has a means of compliance other than

legislation for Human Factor principles. For the design of other parts of the aeroplane, the United Kingdom has no requirement or guidance material for Human Factor principles.

4.1.6 b), g), h), i) Part of these provisions implement ICAO’s initiative to incorporate security into aircraft design.

At this time, the United Kingdom has not implemented these requirements. Differences are associated with explosives and incendiary devices being the causal factor.

CHAPTER 9 9.2.4 Not implemented. 9.3.5 These provisions implement ICAO’s initiative to incorporate security into aircraft design. At this

time, the United Kingdom has not implemented these requirements. CHAPTER 11 11.1 11.2 11.3

These provisions implement ICAO’s initiative to incorporate security into aircraft design. At this time, the United Kingdom has not implemented these requirements.

PART IIIB SUB-PART B B.2.7 The United Kingdom complies except that it does not require the scheduling of landing distance

with runway slope. The United Kingdom complies except performance is not scheduled for variations in water surface conditions, density of water and strength of current.



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2 UNITED KINGDOM SUPPLEMENT TO ANNEX 8 (NINTH EDITION)

24/2/05

B.2.7 b) The United Kingdom does not require accelerate-stop distance to be determined with worn brakes for commuter category aeroplanes.

B.2.7 e) The United Kingdom does not require landing distance to be determined with fully worn brakes

for commuter category aeroplanes. However, it does require the landings to be measured over six landings using the same tires, wheels and brakes so some brake wear is accounted for. Additionally, factors on landing distance are applied by operational rules, where appropriate.

B.4.2.1 Stall testing with one engine inoperative is not required. SUB-PART D D.1.1 For design of the flight deck, the United Kingdom has a means of compliance other than


D.2 a) The prevention of mis-assembly is not implemented in the United Kingdom. D.2 b), g) 3), h) and i)

Part of these provisions implement ICAO’s initiative to incorporate security into aircraft design. At this time, the United Kingdom has not implemented these requirements. Differences are associated with explosives and incendiary devices being the causal factor.

SUB-PART F F.1.1 The United Kingdom does not comply with the Human Factors element. SUB-PART G G.2.5 Not implemented. SUB-PART I I.1 The United Kingdom does not require account to be taken of developments in the subject of

crashworthiness in the design of aeroplanes. SUB-PART K K.1 K.2 K.3

These provisions implement ICAO’s initiative to incorporate security into aircraft design. At this time, the United Kingdom has not implemented these requirements.



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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) UNITED KINGDOM 3

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PART IV CHAPTER 2 2.2.2.1 2.2.2.2

Performance Class 1, 2 and 3 helicopters. The United Kingdom classifies helicopters as either Category A or B for certification.

2.2.3.1 Performance Class 1, 2 and 3 helicopters. The United Kingdom classifies helicopters as either

Category A or B for certification. In the United Kingdom for Category B helicopters, only take-off distance is required to be

included in the performance data, while take-off distance, path and rejected take-off distance information is required for Category A helicopters.

2.2.3.1.1 2.2.3.1.2 2.2.3.1.3 2.2.3.1.4

Performance Class 1, 2 and 3 helicopters. The United Kingdom classifies helicopters as either Category A or B for certification.

2.2.3.2 b) In the United Kingdom, en-route performance is based on climb performance for both all engines

operating and one engine inoperative situations. The case of the two critical power-units inoperative for helicopters having three or more engines is not addressed.

2.2.3.3.1 Performance Class 1, 2 and 3 helicopters. The United Kingdom classifies helicopters as either

Category A or B for certification. CHAPTER 4 4.1 For design of the flight deck, the United Kingdom has a means of compliance other than


4.1.6 f) There are no requirements in the United Kingdom for design precautions to be taken to protect

against instances of cabin depressurization. Unpressurized cabins and compliance with JAR 27/29.831 ensure compliance with the Standard

relating to incapacitation from “smoke or other toxic gases”. CHAPTER 6 6.7 There is no comparable requirement for Category B helicopters. (CA/JAR 27 only complies for

Category A helicopters.) 6.8.1 Performance Class 1, 2 and 3 helicopters. The United Kingdom classifies helicopters as either

Category A or B for certification.



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CHAPTER 7 7.1 The United Kingdom does not comply with the Human Factors element.

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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) UNITED STATES 1

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PART I Definitions Performance Class 1, 2 and 3 helicopters. In the United States, large helicopters (heavier than

6 000 lbs) are classified as either Category A or B on the basis of weight/passenger-carrying capacity and auxiliary systems as well as performance capabilities. There is no classification scheme for all other helicopters (6 000 lbs or less).

Standard Atmosphere. The FAA uses the U.S. Standard Atmosphere 1962. This Standard contains

a sea level molecular weight (M0) of 28.9644 kg (kg-mol)-1. The United States Standard Atmosphere 1962 is in agreement with ICAO Standard Atmosphere up to 65 000 feet in altitude.

PART II CHAPTER 1 1.3.4 This provision states that a Contracting State issuing an approval for the design of a modification,

repair, or replacement part shall do so on the basis of satisfactory evidence that the aircraft continues to comply with the design aspects of the airworthiness requirements used for its type certification. The United States may choose to require application of later requirements or special conditions, if deemed appropriate, to approvals of modifications or repairs.

CHAPTER 3 3.6.3 This provision prohibits a damaged aircraft from being flown unless it will be restored at the

destination airfield. This is not always possible. The United States may also allow an aircraft to fly to a place where it can be assessed for repair and/or only partially repaired.

CHAPTER 4 4.3.1 This provision requires notification of the State of Design upon entering a non-United States

manufactured aircraft on the United States registry for the first time and issuing an airworthiness certificate. The United States does not formally notify the State of Design as required in this provision.

4.3.3 This provision requires the State of Registry to address mandatory continuing airworthiness

information from the State of Design. The United States does not generally issue Airworthiness Directives for non-type certificated aircraft. This includes foreign aircraft that are United States-registered but operate under experimental rather than standard airworthiness certificates.

4.3.5 This provision requires a system whereby information on faults, malfunctions, defects, and other

occurrences are transmitted to the organization responsible for the type design of an aircraft. The FAA ensures that operators have a system to collect this information. For products for which the United States is not the State of Design, the FAA then forwards this information to the State of Design, not the type design organization.

4.3.7 This provision requires a continuing structural integrity programme (which includes specific

information concerning corrosion prevention and control) for aircraft over 5 700 kg. The FAA



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requires applicants to establish instructions for continuing airworthiness during type certification. At this time, however, the FAA requires a corrosion prevention and control programme for specific 14 CFR Part 25 aircraft models only.

PART IIIA CHAPTER 1 1.1.3 ICAO Annex 8, Part IIIA, applies to all aeroplanes weighing over 5 700 kg. The applicability of

United States regulations to aircraft certificated between 13 June 1960 and 2 March 2004 is consistent with ICAO Annex 8, Part IIIA. However, effective 17 October 1979, the United States certificated certain aeroplanes at weights in excess of 5 700 kg but under 8 620 kg that did not fully meet the ICAO airworthiness standards of Annex 8, Part IIIA.

1.3 This ICAO provision requires that operating limitations be established that include a margin of

safety to render the likelihood of accidents arising therefrom to be extremely remote. The United States requires operating limitations to be established for safe operation but does not require a specific assessment that these limitations provide a safety margin that ensures the likelihood of an accident arising therefrom is extremely remote.

1.5.1 The ICAO provision requires that compliance with airworthiness requirements be based on

evidence from tests, from calculations, or from calculations based on tests. In some cases, the FAA does not require strict proof of compliance with the airworthiness standards. Per 14 CRF 21.21, the United States permits equivalent safety findings as a compensating factor that provides an equivalent level of safety to an airworthiness requirement.

CHAPTER 2 2.2.3 This ICAO provision requires performance data to be scheduled for ranges of gradient of the

landing surface for landplanes and ranges of water surface conditions, water density and strength of current for seaplanes. For landplanes, the United States only requires the landing distance to be determined on a level runway. For seaplanes, the United States only requires the landing distance on water to be determined on smooth water. Operational take-off and landing distance margins are applied where appropriate by United States operating regulations and guidance.

CHAPTER 4 4.1.6 b), g), h), i) With the exception of the door required by 11.2, the FAA does not have similar requirements. The

FAA has begun work in an effort to amend the United States regulations with the purpose of eventually meeting the intent of these provisions.

CHAPTER 8 8.4.1 ICAO requires that aeroplanes operating on the movement area of an airport shall have aeroplane

lights of such intensity, colour, fields of coverage and other characteristics to furnish personnel on the ground with as much time as possible for interpretation and for subsequent manoeuvre necessary to avoid a collision. The FAA has no such requirement.



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8.4.2 b) This provision addresses the lights’ effect on outside observers in reference to “harmful dazzle”. The United States regulations do not address the effect of aircraft lights on outside observers. However, visibility to other pilots and the lights’ effect on the flight crew are addressed.

CHAPTER 9 9.3.5 With the exception of the door required by 11.2, the FAA does not have similar requirements. The

FAA has begun work in an effort to amend the United States regulations with the purpose of eventually meeting the intent of these provisions.

CHAPTER 11 11.1 11.2 11.3

With the exception of the door required by 11.2, the FAA does not have similar requirements. The FAA has begun work in an effort to amend the United States regulations with the purpose of eventually meeting the intent of these provisions.

PART IIIB SUB-PART A A.2.1 This ICAO provision requires that operating limitations be established that include a margin of

safety to render the likelihood of accidents arising therefrom as extremely remote. The United States requires operating limitations to be established for safe operation but does not require a specific assessment that these limitations provide a safety margin that ensures the likelihood of an accident arising therefrom is extremely remote.

A.4 This ICAO provision requires that compliance with airworthiness requirements be based on

evidence from tests, from calculations, or from calculations based on tests. In some cases, the FAA does not require strict proof of compliance with the airworthiness standards. Per 14 CRF 21.21, the United States permits equivalent safety findings as a compensating factor that provides an equivalent level of safety to an airworthiness requirement.

SUB-PART B B.2.7 This ICAO provision requires performance data to be scheduled for ranges of gradient of the

landing surface for landplanes and ranges of water surface conditions, water density and strength of current for seaplanes. For landplanes, the United States only requires the landing distance to be determined on a level runway. For seaplanes, the United States only requires the landing distance on water to be determined on smooth water. Operational take-off and landing distance margins are applied where appropriate by United States operating regulations and guidance.

B.4.1 The ICAO provision allows a single failure to be catastrophic provided that the single failure was

shown to be extremely improbable. The United States does not accept any catastrophic single failure, regardless of probability.



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SUB-PART C C.6.1 The ICAO provision frequently refers to the “expected loads in service” as well as “expected” or

“likely” conditions. The United States requires that the design envelope must go sufficiently beyond this to ensure that the structure can withstand less frequently encountered loads and unexpected events.

C.6.1 c) When determining expected load in service, this provision states that account shall be taken of the

likely manoeuvre spectrum, taking into account pilot abilities. United States regulations do not address pilot abilities.

SUB-PART D D.2 b), g) 3), h), i) With respect to D.2 h), the FAA does have provisions to protect against possible instances of

cabin depressurization. The FAA has begun work in an effort to amend the United States regulations with the purpose of eventually meeting the intent of these provisions.

D.2 f) The provision requires lavatory fire protection systems (detection and suppression) for all

aeroplanes covered by Part IIIB. United States regulations only require lavatory fire protection systems for aeroplanes with 20 or more passengers.

D.2 g) Paragraph D.2 g) 1) of the ICAO Standard requires a fire suppression system for each cargo

compartment accessible to a crew member in a passenger-carrying aeroplane. United States requirements permit manual fire fighting in an accessible cargo compartment by a crew member or members for an all passenger-carrying aeroplane or a passenger-cargo combination carrying aeroplane.

D.5 While there are no specific electrical bonding requirements in the FARs, United States regulations

address lightning and system requirements. The FARs do not address the protection of those persons coming into contact with an aeroplane on the ground or in the water.

SUB-PART E E.3.5.5 b) This ICAO provision requires flammable fluid system components to be capable of containing the

fluid when exposed to fire conditions. The United States usually requires these components to be time limited resistant to fire exposure (i.e. fire resistant or fireproof).

SUB-PART F F.4.1 ICAO requires that aeroplanes operating on the movement area of an airport shall have aeroplane

lights of such intensity, colour, fields of coverage and other characteristics to furnish personnel on the ground with as much time as possible for interpretation and for subsequent manoeuvre necessary to avoid a collision. The FAA has no such requirement.

F.4.2 b) This provision addresses the lights’ effect on outside observers in reference to “harmful dazzle”.

The United States regulations do not address the effect of aircraft lights on outside observers. However, visibility to other pilots and the lights’ effect on the flight crew are addressed.



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SUB-PART K K.1 K.2 K.3

With respect to K.1 and K.3, the FAA does not have any specific requirements. With respect to K.2, the FAA has no current requirements with respect to the flight crew compartment bulkhead. The FAA has begun work in an effort to amend the United States regulations with the purpose of eventually meeting the intent of these provisions.

PART IV CHAPTER 1 1.2.2, Note 1 This provision addresses the establishment of limitations. ICAO allows maximum operating mass

and centre of gravity limits to vary with each altitude and with each possible and practicable separate operating condition. The United States does not allow the weight and centre of gravity limitations to vary as a function of altitude or phase of flight.

CHAPTER 2 2.2.2 ICAO bases their helicopter classification (Class I, II and III) on performance. The FAA has only

two performance classifications (Category A and B). The United States does not have a performance classification equivalent to ICAO performance Class II.

2.2.3.1 2.2.3.1.4

These provisions address take-off performance data for all classes of helicopters and require that this performance data include the take-off distance required. However, the United States has not adopted the requirements to present take-off distance for Category B helicopters weighing less than 6 000 lbs.

CHAPTER 6 6.7 This provision requires that there be a means for restarting a helicopter’s engine at altitudes up to a

declared maximum altitude. In some cases, the FAA does not require demonstration of engine restart capability. Since there is a different level of certitude for transport and normal category helicopters in the United States, the engine restart capability is only required for Category A and B helicopters (14 CFR Part 29) and Category A normal helicopters (14 CFR Part 27).

CHAPTER 7 7.4.2 This provision addresses the need to switch off or reduce the intensity of the flashing lights. The

United States has minimum acceptable intensities that are prescribed for navigation lights and anti-collision lights. No reduction below these levels is possible.

7.4.2 b) This provision addresses the lights’ effect on outside observers in reference to “harmful dazzle”.

The United States regulations do not address the effect of aircraft lights on outside observers. However, visibility to other pilots and the lights’ effect on the flight crew are addressed.

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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) UZBEKISTAN 1

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PART I Definitions Uzbekistan has accepted AP-29 of the Interstate Aviation Committee (IAC) of the Commonwealth

of Independent States (CIS) as its airworthiness standards. Under those standards, helicopters are divided into Categories A and B. Category A corresponds to Class 1, B to Class 3 and, in part, to Class 2.

PART IIIA CHAPTER 4 4.1.6 g), h) and i) Uzbekistan has accepted AP-25 of the IAC of the CIS as its airworthiness standards. Uzbekistan

participates in the IAC Council and will adopt the amendments to those standards once the appropriate agreement has been reached.

CHAPTER 11 11.1 11.2 11.3

Uzbekistan has accepted AP-25 of the IAC of the CIS as its airworthiness standards. Uzbekistan participates in the IAC Council and will adopt the amendments to those standards once the appropriate agreement has been reached.

PART IV CHAPTER 2 2.2.3.2 b) Uzbekistan has accepted AP-25 of the IAC of the CIS as its airworthiness standards. Those

standards do not include requirements concerning continued flight with the two critical engines inoperative (in the case of helicopters having three or more engines). There are at present no helicopters in Uzbekistan with three or more engines, and no such aircraft are operated.

CHAPTER 4 4.1.6 f) Uzbekistan has accepted AP-25 of the IAC of the CIS as its airworthiness standards. Those

standards do not provide for the protection of the occupants of a helicopter in the case of cabin depressurization.

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SUPPLEMENT TO ANNEX 8 (NINTH EDITION) YEMEN 1

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PART II CHAPTER 3 3.2.3 The Yemen Civil Aviation Regulations require a performance check during the Certificate of

Airworthiness renewal.

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annex 8 airworthiness of acft

Career