HELICOPTER PERFORMANCE STANDARDS

COMPARISION TABLE
INRODUCTION
ICAO Helicopter Performance General Notes and Guidance:
1. ICAO Annex 6 Part III, Section II, Chapter 3 in paragraph 3.1.4 states for Air Transport operations Where helicopters are operated to
or from heliports in a congested hostile environment, the competent authority of the State in which the heliport is situated shall specify
the requirements to enable these operations to be conducted in a manner that gives appropriate consideration for the risk associated with a
power-unit failure.
Note. Guidance on appropriate consideration is contained in Attachment A, 2.4.
ICAO Definitions:

Congested area. In relation to a city, town or settlement, any area which is substantially used for residential, commercial or recreational purposes.
Hostile environment. An environment in which:
a) a safe forced landing cannot be accomplished because the surface and surrounding environment are inadequate; or
b) the helicopter occupants cannot be adequately protected from the elements; or
c) search and rescue response/capability is not provided consistent with anticipated exposure; or
d) there is an unacceptable risk of endangering persons or property on the ground.

Congested hostile environment. A hostile environment within a congested area.

2. ICAO Annex 6 Part III, Section II, Chapter 3, paragraph 3.2.1.7 recommends In developing a code of performance, the State of the
Operator shall either apply a risk assessment methodology in accordance with the guidance in Attachment A or, for those States that
choose not to apply a risk assessment methodology, the Standards of 3.2.7.2, 3.2.7.3 and 3.2.7.4 shall apply.
3. ICAO Annex 6 Part III, Section III, Chapter 3, , International General Aviation operations in paragraph 3.3 states Where helicopters
are operating to or from heliports in a congested hostile environment, the competent authority of the State in which the heliport is situated
shall take such precautions as are necessary to control the risk associated with a power-unit failure.

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HELICOPTER PERFORMANCE STANDARDS

COMPARISION TABLE
Note. Guidance is provided in Attachment A, 2.4 to ICAO Annex 6 Part III, Chapter 3.
4. ICAO Annex 6 Part III Attachment A Chapter 2. General 2.1 Applicability states:
2.1.1 Helicopters with a passenger seating configuration of more than 19, or helicopters operating to or from a heliport in a
congested hostile environment should be operating in performance Class 1.
2.1.2 Helicopters with a passenger seating configuration of 19 or less but more than 9 should be operating in Performance Class 1
or 2, unless operating to or from a congested hostile environment in which case the helicopters should be operating in
performance Class 1.
2.1.3 Helicopters with a passenger seating configuration of 9 or less should be operating in performance Class 1, 2 or 3, unless
operating to or from a congested hostile environment in which case the helicopters should be operating in performance Class 1.
5. ICAO Annex 6 Part III Attachment A - 2. General states:
2.1 Helicopters operating in performance Classes 1 and 2 should be certificated in Category A.
2.2 Helicopters operating in performance Class 3 should be certificated in either Category A or Category B (or equivalent).
2.3 Except as permitted by the appropriate authority:
2.3.1 Take-off or landing from/to heliports in a congested hostile environment should only be conducted in performance
Class 1.
2.3.2 Operations in performance Class 2 should only be conducted with a safe forced landing capability during take-off
and landing.
2.3.3 Operations in performance Class 3 should only be conducted in a non-hostile environment.
2.4 In order to permit variations from 2.3.1, 2.3.2 and 2.3.3, the Authority should undertake a risk assessment, considering factors
such as:
a) the type of operation and the circumstances of the flight;
b) the area/terrain over which the flight is being conducted;
c) the probability of a critical power-unit failure and the consequence of such an event;

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HELICOPTER PERFORMANCE STANDARDS

COMPARISION TABLE
d) the procedures to maintain the reliability of the power-unit(s);
e) the training and operational procedures to mitigate the consequences of the critical power-unit failure; and
f) installation and utilization of a usage monitoring system.

Note 1. It is recognized that there may be instances in which a safe forced landing may not be possible due to environmental or
other factors. Many States have already applied risk management and permitted variations to specific operations such as
operations to helidecks where exposure to an engine failure is present without a safe forced landing.
Permitting variations based on risk assessment is a normal part of the process of a State developing a code of performance.
When operations without suitable areas for safe forced landings are being considered, all relevant factors should be evaluated.
These may include the likelihood of the event, the possible consequences, any mitigating measures as well as the potential
benefits and costs of the operation. The specific process for conducting this evaluation is to be decided by the State.
In any case, appropriate consideration of a safe forced landing should be either implicit or explicit to a performance codes
construction. Accident history and other relevant safety data and analysis are crucial to the development of operational
regulations in this area. The resulting requirements may take many forms, such as designation of approved operational areas,
routes of flight and obstacle clearance requirements.
Note 2. If there are routes with access to suitable forced landing areas, these should be used for flights into and out of the
congested area. Where no such routes exist, evaluation of the operation could include consideration of mitigating factors such as
the reliability of the propulsion system in the short periods when flight over a suitable forced landing area is not possible.

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HELICOPTER PERFORMANCE STANDARDS

COMPARISION TABLE
ICAO
PERFORMANCE
CLASS 1
>19 PAX

Full Cat A performance

1. CERTIFIED
reqd VFR or IFR
PERFORMANCE
CATEGORY

JAR
PERFORMANCE
CLASS 1
>19 PAX

CURRENT CASA
POLICY
RPT OPS
(No Specified pax No.)
Transport Cat. &
Normal Cat. Helicopters.

Full Cat A performance

reqd VFR or IFR

Transport Cat. helicopters

CASR 133
CLASS 1
>19 PAX

CASR 133.485 - Full Cat A

performance reqd VFR or
IFR

Required

HLS data required

rejected take-off distance
required does not exceed
the rejected take-off
distance available

The T/O mass shall allow

the helicopter to achieve a
rate of climb of 100 ft/min
at 60 m (200 ft) and 150
ft/min at 300 m (1 000 ft)
above the level of the
heliport with the critical
EIO and the remaining
power-units operating.

Full Cat A performance

reqd VFR or IFR

Normal Cat. helicopters

2. OBSTACLE
DATA &
CLEARANCE

3. TAKE-OFF
LIMITAIONS

Required

Required

HLS data required

rejected take-off distance
required does not exceed
the rejected take-off
distance available.

The T/O mass shall allow

the helicopter to achieve a
rate of climb of 100 ft/min
at 60 m (200 ft) and 150
ft/min at 300 m (1 000 ft)
above the level of the
heliport with the critical
EIO and the remaining
power-units operating.

T/O mass is such that a

reject and land on the
FATO is possible at or
prior to TDP.

T/O mass is such that at

TDP on OEI continue and
clear all obstacles by not
less than 35 or 10.7m.

HLS data required

rejected take-off distance
required does not exceed
the rejected take-off
distance available.

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Category B + RFM supp.

Required for Cat A ops

Cat B suitable OEI

landing area with an 5
obstacle free app gradient

Transport Cat. helicopters

NGT VFR not permitted for

RPT ops.

HLS data required

rejected take-off distance
required does not exceed
the rejected take-off
distance available.

T/O mass = !5 climb grad at

LSALT

Normal Cat. helicopters

HLS data outlined in RFM.

HELICOPTER PERFORMANCE STANDARDS

COMPARISION TABLE
ICAO
PERFORMANCE
CLASS 1
>19 PAX

4. TAKE-OFF
FROM
ELEVATED
HELIPORT OR
HELIDECK /
BACK UP
PROCEDURES

The airworthiness code

provides appropriate
clearance from the elevated
heliport edge.

5. TAKE-OFF
FLIGHT PATH

Vertical clearance of not

less than 10.7 m (35 ft) for
VFR operations and 10.7 m
(35 ft) plus 0.01 DR for
IFR operations above all
obstacles located in the
climb path.

ICAO change of direction

criteria also apply.

All obstacles below the

backup flight path (the
lateral flight path) + half
the width of the FATO are
cleared by an adequate
margin. (refer 2.4.2)

JAR
PERFORMANCE
CLASS 1
>19 PAX

CURRENT CASA
POLICY
RPT OPS
(No Specified pax No.)
Transport Cat. &
Normal Cat. Helicopters.

For take-off using a backup

(lateral transition)
procedure, the operator
shall ensure that, with the
critical power-unit
inoperative, all obstacles in
the back-up (lateral
transition) area are cleared
by an adequate margin (see
ACJ OPS 3.490(d)).

Transport Cat. helicopters

Transport Cat. Helicopters

VFR - No OEI
accountability required
until Vyse is reached.

ICAO change of direction

criteria also apply.

IFR - OEI accountability

required and operators OM
to specify SOPs which
permit the helicopter to
climb safely to LSALT.

TOW must allow 1% OEI

climb at the LSALT.

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Before TDP must be able to

reject successfully onto
helideck or Elevated HLS.

After TDP must be able to

continue and clear all
obstacles in the flight path
by 35 feet up to the end of
the TODR.

Vertical clearance of not

less than 10.7 m (35 ft) for
VFR operations and 10.7 m
(35 ft) + 0.01 DR for IFR
operations above all
obstacles located in the
climb path.

ICAO change of direction

criteria also apply.

NOT ADDRESSED BY POLICY

Vertical clearance of not

less than 10.7 m (35 ft) for
VFR operations and 10.7 m
(35 ft) + 0.01 DR for IFR
operations above all
obstacles located in the
climb path.

NOT ADDRESSED BY POLICY

Normal Cat. helicopters

CASR 133
CLASS 1
>19 PAX

Cat A performance reqd.

Normal Cat. helicopters

HELICOPTER PERFORMANCE STANDARDS

COMPARISION TABLE
ICAO
PERFORMANCE
CLASS 1
>19 PAX

6. ENROUTE
ONE ENGINE
INOP

Ability to continue the

flight to an appropriate
landing site and achieve the
minimum flight altitudes
for the route to be flown.

JAR
PERFORMANCE
CLASS 1
>19 PAX

CURRENT CASA
POLICY
RPT OPS
(No Specified pax No.)
Transport Cat. &
Normal Cat. Helicopters.

VFR= maintain Crz level to

1000 above destination.

Transport and Normal Cat.

helicopters

IFR = a rate of climb of at

least 50 ft/minute OEI at 1
000 ft or 2 000 ft above
terrain in areas of
mountainous terrain.

VFR - Able to maintain

1000 feet terrain clearance.

IFR Able to maintain 1%

gradient of climb at the
LSALT required to reach
the destination or a suitable
OEI landing area.

Drift down procedures may

be used VFR.

7. APPROACH &
LANDING

Achieve a rate of climb of

100 ft/min at 60 m (200 ft)
and 150 ft/min at 300 m (1
000 ft) above the level of
the heliport with the critical
engine inoperative and the
remaining power-units
operating at an appropriate
power rating.
In the event of the critical
power-unit failure being
recognized at the LDP or at
any point before the LDP, it

Fuel jettisoning may be

used but not below 100
AGL.

In the event of the critical

power unit failure being
recognised at any point at
or before the LDP, it is
possible either to land and
stop within the FATO, or to
perform a balked landing
and clear all obstacles in
the flight path by a vertical
margin of 10.7 m (35 ft).
In the event of the critical
power-unit failure being
recognised at any point at

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Transport Cat. helicopters

VFR - Cat A performance

reqd.

IFR At the destination or

the SE alternate the
helicopter in OEI
configuration shall be
capable of 1% gradient of
climb at the last route
segment LSALT or MSA.

During final the helicopter

shall be operated in

CASR 133
CLASS 1
>19 PAX

VFR OEI - Able to

maintain 1000 feet terrain
clearance to a suit able OEI
HLS.

IFR OEI - Able to

maintain 1% gradient of
climb at the LSALT
required to reach the
destination or a suitable
OEI landing area.

Drift down procedures may

be used.

Achieve a rate of climb of

100 ft/min at 60 m (200 ft)
and 150 ft/min at 300 m (1
000 ft) above the level of
the heliport with the critical
engine inoperative and the
remaining power-units
operating at an appropriate
power rating.

For a surface HLS must

clear all obstacles on the
approach path and be
capable of landing and

HELICOPTER PERFORMANCE STANDARDS

COMPARISION TABLE
is possible either to land
and stop within the FATO
or to overshoot, meeting the
conditions of 4.1.2.1 and
4.1.2.2.
Note. For elevated heliports,
the airworthiness code provides
appropriate clearance from the
elevated heliport edge.

In the case of the critical

power-unit failure
occurring at any point after
the LDP, it is possible to
land and stop within the
FATO

or after the LDP, it is

possible to clear all
obstacles in the approach
path.

Obstacle criteria outlined in

standard.

In the case of the critical

power-unit failure
occurring at any point after
the LDP, it is possible to
land and stop within the
FATO

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compliance with Cat A and

the responsibility for
obstacle clearance rests
with the PIC.
Normal Cat. helicopters

VFR At the destination or

SE alternate in OEI
configuration shall be able
to maintain zero climb 1000
feet above the landing
level.

No OEI accountability is
required from a point on the
approach path after which
Vyse cannot be maintained.

IFR At the destination or

the SE alternate the
helicopter in OEI
configuration shall be
capable of 1% gradient of
climb at the last route
segment LSALT or MSA.

During final the helicopter

shall be operated in
compliance with Cat A and
the responsibility for
obstacle clearance rests
with the PIC.

stopping within the LDA or

conducting a missed
approach.

For an elevated HLS the

rotorcraft must if there is
critical power unit failure at
or after LDP, be able to
land on the HLS or
helideck or perform a
baulked landing and clear
the helideck and significant
obstacles in the flight path.

HELICOPTER PERFORMANCE STANDARDS

COMPARISION TABLE
ICAO
PERFORMANCE
CLASS 2
9 to 19 PAX

Helicopters operating in
1. CERTIFIED
performance Class 2 should
PERFORMANCE
be certificated in Category
CATEGORY
A

JAR
PERFORMANCE
CLASS 2
9 to 19 PAX

JAR.OPS 3.515(a) An

CURRENT CASA
POLICY
Charter OPS
(No Specified pax No.)
Transport Cat. &
Normal Cat. Helicopters.

None Specified

operator shall ensure that

helicopters operated in
Performance Class 2 are
certificated in Category A [
see also ACJ to
JAROPS3.480(a)(1) and
(a)(2))].

CASR 133
CLASS 2
9 to 19 PAX

CASR 133.515 (1)

Subject to subregulation
(2), the operator of a
rotorcraft must not operate
the rotorcraft in
performance Class 2 unless
it is certificated in Category
A.
(2) A rotorcraft certificated
in Category B may be
operated in Performance
Class 2 if it complies with
FAR 29.1 (e).

2. OBSTACLE
DATA &
CLEARANCE

Required

Required

No specific obstacle data

required. Provision for
suitable OEI forced landing
areas required in cities,
towns or populous areas.

Required

3. TAKE-OFF
LIMITATIONS

VMC required until

DPATO.

The operator must ensure

that:

Achieve performance class

1 obstacle clearance by
200AGL.

VFR No OEI
accountability is required
until VYSE is reached.

For operations other than

specified in JAR-OPS
3.517(a), the takeoff is
conducted such that a safe
forced landing can be
executed until the point
where safe continuation of

IFR - No OEI
accountability is required
until VYSE is reached. The
responsibility for obstacle

for a surface-level HLS

the part of the rotorcrafts
takeoff during which a
critical power unit failure
may lead to a forced

Achieve a rate of climb of

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HELICOPTER PERFORMANCE STANDARDS

COMPARISION TABLE
150 ft/min at 300 m (1 000
ft) above the level of the
heliport with the critical
power-unit inoperative and
the remaining power-units
operating at an appropriate
power rating, taking into
account the parameters
specified.

4. TAKE-OFF
FROM
ELEVATED
HELIPORT OR
HELIDECK /
BACK UP
PROCEDURES

SOPs required for E/F prior

to meeting the above
requirements.

Exposure time to be based

on in-flight power loss
statistics.

Risk management
principles must be applied.

the flight is possible.

JAR-OPS 3.517(a), SOPs

require NAA approval. And
HUMS.

Achieve a rate of climb of

150 ft/min at 300 m (1 000
ft) above the level of the
heliport with the critical
power-unit inoperative and
the remaining power-units
operating at an appropriate
power rating, taking into
account the parameters
specified.

SOPs required for E/F prior

to meeting the above
requirements.

Risk management
principles must be applied.

Operations with exposure

permitted provided the
NAA has approved the Risk
management SOPs of the
operators.

Operations with exposure

permitted provided the
NAA has approved the Risk
management SOPs of the
operators.

Exposure based on in-flight

power loss statistics.

Procedures for deck edge

miss and drop down to deck
height required.

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clearance rests with the

PIC.

landing is conducted within

sight of the surface; or

The maximum gross weight

for take off is limited to that
at which, in the ambient
conditions, the helicopter,
in the OEI configuration,
can maintain a 1% gradient
of climb at the initial route
segment LSALT.

(b) for an elevated HLS or a

helideck the part of the
takeoff before or at the TDP
is conducted in sight of the
surface.

Not specifically addressed.

However suitable OEI
forced landing areas must
be available for passenger
carrying charter operations
located within cities towns
or populous areas.

The rotorcrafts take-off

weight must not exceed the
maximum weight specified
for a climb gradient of 1%
at 1000 ft above the level of
the HLS of departure with
the critical power unit
inoperative and the
remaining power units
operating at an appropriate
power rating, for the
pressure altitude and
ambient temperature at the
HLS of departure.

No NAA approval or risk

management SOPs outlined
in regulation.

Critical obstacles must be

considered in T/O segment
and prior to TDP VMC
must be maintained.

No NAA approval or risk

management SOPs outlined
in regulation.

HELICOPTER PERFORMANCE STANDARDS

COMPARISION TABLE
5. TAKE-OFF
FLIGHT PATH

6. ENROUTE
ONE ENGINE
INOP

VMC to OEI performance

is available

VMC to OEI performance

available

From DPATO or, as an

alternative, no later than 60
m (200 ft) above the takeoff surface with the critical
power-unit inoperative, the
conditions of Performance
Class1 should be met.

An operator shall be
satisfied that from DPATO
or, as an alternative, no
later than 200 ft above the
take-off surface, with the
critical power unit
inoperative the
requirements of JAR-OPS
3.495(a)(1), (2) and (b) are
met. = PC 1.

The take-off mass is such

that it is possible, in case of
the critical power-unit
failure occurring at any
point of the flight path, to
continue the flight to an
appropriate landing site and
achieve the minimum flight
altitudes for the route to be
flown.

VFR= In OEI
Configuration maintain Crz
level to 1000 above
destination.

IFR = a rate of climb of at

least 50 ft/minute OEI at 1
000 ft or 2 000 ft above
terrain in areas of
mountainous terrain

VMC until OEI

performance available

The operator and the PIC

must ensure the OEI T/O
flight path clears significant
obstacles by:

No OEI accountability is
required until Vyse is
reached.

- 35 feet for VFR ops

- 35 feet plus 0.01DR
for IFR operations

VFR In OEI
configuration must be able
to maintain 500 terrain
clearance to a location
suitable for an OEI landing.

VFR In OEI
configuration must be able
to maintain 500 terrain
clearance to a location
suitable for an OEI landing.

IFR - The helicopter, in the

OEI configuration, shall be
capable of maintaining a
1% gradient of climb at the
LSALT required to reach
the destination or a suitable
OEI landing area.

IFR - The helicopter, in the

OEI configuration, shall be
capable of maintaining a
1% gradient of climb at the
LSALT required to reach
the destination or a suitable
OEI landing area.

Drift down techniques may

be used.

PC1 enroute procedures

must be meet.

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The responsibility for

obstacle clearance during
climb to LSALT rests with
the pilot-in-command.

HELICOPTER PERFORMANCE STANDARDS

COMPARISION TABLE
7. APPROACH &
LANDING

Achieve a rate of climb of

150 ft/min at 300 m (1 000
ft) above the level of the
heliport with the critical
power-unit inoperative.

Achieve a rate of climb of

150 ft/min at 300 m (1 000
ft) above the level of the
heliport with the critical
power-unit inoperative.

In case of the critical

power-unit failure
occurring at or before the
DPBL, either to perform a
safe forced landing or to
overshoot.

In case of the critical

power-unit failure
occurring at or before the
DPBL, either to perform a
safe forced landing or to
overshoot, or

The helicopter can carry out

a safe forced landing.

When complying with the

above consideration should
include both the destination
and any alternate required.

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Be capable of a 1%
gradient of climb at the
LSALT or minimum safe
altitude as applicable.

No OEI accountability is
required from a point on the
approach path after which
Vyse cannot be maintained.

The responsibility for

obstacle clearance during
missed approach rests with
the PIC.

Achieve a rate of climb of

1% climb gradient at 300 m
(1 000 ft) above the level of
the heliport with the critical
power-unit inoperative.

In case of the critical

power-unit failure
occurring at or before the
LDP, either to perform a
safe forced landing or to
overshoot.

OEI at or before LDP,

execute a baulked landing
clearing the HLS and
obstacles in the flight path.

HELICOPTER PERFORMANCE STANDARDS

COMPARISION TABLE
ICAO
PERFORMANCE
CLASS 3
9 PAX or less

Category A or B
1. CERTIFIED
PERFORMANCE
CATEGORY

JAR
PERFORMANCE
CLASS 3
9 PAX or less

CURRENT CASA
POLICY
Charter OPS
(No Specified pax No.)
Transport Cat. &
Normal Cat. Helicopters.

CASR 133
CLASS 3
9 PAX or less

Category A or B

Cat B

Category A or B

2. OBSTACLE
DATA &
CLEARANCE

Required

Required

Required but not specified

by dimension.

Required

3. TAKE-OFF
LIMITATIONS

The mass of the helicopter

at take-off should not
exceed the maximum takeoff mass specified in the
flight manual for a hover in
ground effect with all
power-units operating at
take-off power, taking into
account the parameters
specified in 2.2.

Operations are only

conducted from/to those
heliports and over such
routes, areas and diversions
contained in a non-hostile
environment, except [for
the take-off and landing
phase as provided in (b)
below].

The maximum gross weight

for take off is limited to that
at which, in the ambient
conditions, the helicopter
can maintain a zero
gradient of climb at 500
feet above the take off level
in the OEI configuration.

(b) An operator may

conduct operations to/ from
a heliport located outside a
congested hostile
environment, without an
assured safe forced landing
capability during the takeoff and landing phases (see
ACJ

No risk management
considerations applied in
standard, except the PIC is
to assess the potential risk
of danger to persons or
property on the ground.

The mass of the helicopter

at take-off should not
exceed the maximum takeoff mass specified in the
flight manual for a hover in
ground effect with all
power-units operating at
take-off power, taking into
account the parameters
specified.

The operator must include

in the company OM, SOPs
for T/O from any HLS
where T/O in ground effect
is not possible.

If conditions are such that a

hover in ground effect is
not likely to be established,
the take-off mass should
not exceed the maximum
mass specified for a hover
out of ground effect with all
power-units operating at

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HELICOPTER PERFORMANCE STANDARDS

COMPARISION TABLE
take-off power,

OPS 3.540(b)):
(1) during take-off; before
reaching Vy or 200 ft above the
take off surface; or
(2) during landing; below 200 ft
above the landing surface;
provided the operator has been
granted a relevant approval by
the Authority in accordance
with Appendix 1 to JAR-OPS
3.517(a).
(c) An operator shall ensure
that operations are not
conducted:
(1) out of sight of the
surface;
(2) at night;
(3) when the ceiling is less
than 600 ft; or
(4) when the visibility is
less than 800m.

Obstacles must be
considered

4. TAKE-OFF
FROM
ELEVATED
HELIPORT OR
HELIDECK /
BACK UP
PROCEDURES

Not specifically considered

Not specifically considered

Not considered

Not specifically considered

except for OM procedures.

5. TAKE-OFF
FLIGHT PATH

The take-off mass should

be such that the climb path
provides adequate vertical
clearance above all

An operator shall ensure

that:

The take-off mass does not

exceed the maximum take-

No OEI accountability is
required until Vyse is
reached.

No criteria specified in

13 of 16

The operator of a rotorcraft

engaged in air transport
operations must ensure that
the take-off flight path

HELICOPTER PERFORMANCE STANDARDS

COMPARISION TABLE
obstacles located along the
climb path, all engines
operating.

6. ENROUTE
ONE ENGINE
INOP

The take-off mass is such

that it is possible to achieve
the minimum flight
altitudes for the route to be
flown, all engines
operating.

regard to continued climb

from that point to 500
AGL.

off mass specified for a

hover in ground effect with
all power units operating at
take-off power. If
conditions are such that a
hover in ground effect is
not likely to be established,
the take-off mass shall not
exceed the maximum
takeoff mass specified for a
hover out of ground effect
with all power units
operating at take-off power.

clears significant obstacles

by a vertical distance of not
less than 15 ft.

(b) in the event of a power

unit failure, the helicopter
is able to perform a safe
forced landing, except
when operated in
accordance with the
alleviation contained in
sub-paragraph 3.540([b]).

An operator shall ensure

that:
The helicopter is able, with
all power units operating
within the maximum
continuous power
conditions specified, to
continue along its intended
route or to a planned
diversion without flying at
any point below the
appropriate minimum flight
altitude; and in the event of

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The helicopter, in the OEI

configuration, shall be
capable of maintaining 500
feet terrain clearance to a
location suitable for an OEI
landing.

Drift down techniques are

acceptable to meet this
requirement

The operator of a rotorcraft

must ensure that the
rotorcraft is able, with all
power units operating, to
continue along its intended
route or to a planned
diversion without flying at
any point below the
appropriate minimum flight
altitude.

HELICOPTER PERFORMANCE STANDARDS

COMPARISION TABLE
a power unit failure, the
helicopter is able to
perform a safe forced
landing.

7. APPROACH &
LANDING

Not to exceed the

maximum landing mass
specified in the flight
manual for a hover in
ground effect with all
power-units operating at
take-off power, taking into
account the met parameters.

If conditions are such that a

hover in ground effect is
not likely to be established,
the take-off mass should
not exceed the maximum
mass specified for a hover
out of ground effect

Able to perform a balked

landing, all engines
operating, at any point of
the flight path and clear all
obstacles

An operator shall ensure

that:

The landing mass of the

helicopter at the estimated
time of landing does not
exceed the maximum
landing mass specified for a
hover in ground effect, with
all power units operating at
take-off power. If
conditions are such that a
hover in ground effect is
not likely to be established,
the landing mass shall not
exceed the maximum
landing mass specified for a
hover out of ground effect
with all power units
operating at take-off power.

([b]) in the event of a power

unit failure, the helicopter
is able to perform a safe
forced landing, except
when operated in
accordance with the
alleviation contained in
sub-paragraph 3.540(a)(2)
or 3.540([b])[ ].

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At the destination or the

single-engine alternate, the
helicopter in the OEI
configuration, shall be
capable of maintaining a
zero gradient of climb at
500 feet above the landing
level.

No OEI accountability is
required from a point on the
approach path after which
Vyse cannot be maintained.

The operator of a rotorcraft

that is intending to land at a
HLS that permits
termination of the approach
in ground effect must
ensure that the landing
weight of the rotorcraft at
the estimated time of
landing does not exceed the
maximum landing weight
specified for a hover in
ground effect, with all
power units operating at
take-off power.

HELICOPTER PERFORMANCE STANDARDS

COMPARISION TABLE

General Notes:
1. In ICAO - Performance Class 3 operations are not to be performed:
a) out of the sight of the surface; or
b) at night; or
c) when the cloud ceiling is less than 180 m (600 ft).
Note. The text of 2.3 contains an interpretation of the principle of appropriate consideration for a safe forced landing
(contained in Section II, Chapter 3, 3.1.2). For States which take advantage of Section II, Chapter 3, 3.4, or which have risk
assessed exposure and/or permitted night VFR operations, 2.3 should be replaced with an appropriately constructed alternative
text.
2. In JAR OPS 3 Helicopter EMS (HEMS) operations are conducted in accordance with JAR OPS Part 3 except for the variations outlined
in Appendix 1 to JAR-OPS 3.005(d), which refers to:

A limit on performance class 3 operations over a hostile environment without approval from the NAA.

Helicopters operating to or from HEMS operating sites in hostile environments shall as much as possible be
operated to performance class 1.

HEMS rotorcraft of > 5700kg MTOW shall be operated Performance Class 1.

Minimum crew for HEMS night operations is two pilots or 1 pilot + I HEMS crew member in approved areas.

JAR-OPS 3.005(d) specifies HEMS operating Wx minima.

JAR-OPS 3.005(e) outlines PC2 and PC3 alleviations for ops over a hostile environment outside a congested
area.

JAR-OPS 3.005(i) outlines PC2 alleviations for ops into public interest sites. These are sites used exclusively
for operations in the public interest. However these will only be approved with a main risk and contingency
plan in place should an incident occur.

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