Annex 6 provides criteria for safe operating practices and contributes to the efficiency and regularity of international air navigation by encouraging the Member States to facilitate the passage over their territories of commercial aircraft belonging to other countries and operating with these criteria.
Annex 6 specifies international Standards and Recommended Practices for aeroplanes used in international commercial air transport operations carrying passengers or freight.
• Flight operations
• Performance operating limitations
• Aeroplane instruments
• Equipment and flight documents
• Aeroplane communication and navigation equipment
• Aeroplane maintenance
• Flight crew
• Flight operations officers/flight dispatchers
• Manuals, logs, and records
• Cabin crew
• Security
• Lights to be displayed in the air and on the ground during operations
• Contents of an operations manual
• Flight time and flight duty period limitations.
New provisions adopted by the ICAO Council in March 2016 are aimed at preventing the loss of commercial aircraft experiencing distress in remote locations.
• The requirement for aircraft to carry autonomous distress tracking devices which can autonomously transmit location information at least once every minute in distress circumstances.
• The requirement for aircraft to be equipped with a means to have flight recorder data recovered and made available in a timely manner.
• Extending the duration of cockpit voice recordings to 25 hours so that they cover all phases of flight for all types of operations.
Amendments to Annex 6 adopted in March 2022 proposed the following:
• The use of ground proximity warning systems by smaller aeroplanes.
• The introduction of a runway overrun awareness and alerting system intended to reduce runway excursion incidents and accidents.
• Clarification on the need for an aircraft pilot to consider the level of rescue and firefighting services available at the airports being used.
• Annex alignment with the ICAO Technical Instructions for the Safe Transport of Dangerous Goods by Air (Doc 9284), ensuring helicopter operations with dangerous goods receive the same oversight as other aircraft.
• New guidance on alternate safe landing considerations for offshore helicopter operations.
• Part I: International Commercial Air Transport - Aeroplanes: This part contains the standards and recommended practices (SARPs) applicable to the operation of aeroplanes by operators authorised to conduct international commercial air transport operations. This includes both scheduled and non-scheduled services for remuneration or hire.
• Part II: International General Aviation - Aeroplanes: This part applies specifically to international general aviation operations involving aeroplanes.
• Part III: International Operations - Helicopters: This part contains the SARPs for both international commercial air transport and general aviation operations specifically for helicopters.
Operational control is defined as the exercise of authority over the initiation, continuation, diversion, or termination of a flight to ensure safety, regularity, and efficiency.
Key Responsibilities
• Ultimate Responsibility: The operator or a designated representative is responsible for operational control.
• Delegation: Responsibility for operational control may only be delegated to the pilot-in-command (PIC) and, if the operator's approved method requires it, to a flight operations officer/flight dispatcher.
• Emergency Situations:
>> If a dispatcher first becomes aware of an emergency, they must notify appropriate authorities without delay and request assistance if needed.
>> In emergencies, the dispatcher must convey safety-related information to the PIC, including necessary flight plan amendments, while avoiding conflicts with Air Traffic Control (ATC) procedures.
>> If a PIC must violate local regulations during an emergency, they must notify local authorities immediately and submit a report to the State of the Operator, usually within ten days.
The operator must ensure that every intended flight is guided by comprehensive preparation and formal planning.
Operational Flight Plan (OFP)
An OFP must be completed for every flight. It serves as the operator's plan for safe conduct based on aeroplane performance, expected route conditions, and aerodrome limitations.
• Approval: The OFP must be approved and signed by the PIC and, if applicable, the flight dispatcher.
• Filing: A copy must be filed with the operator/agent or left with the aerodrome authority.
A flight cannot commence until forms are completed certifying the PIC is satisfied that:
• The aeroplane is airworthy, and the required certificates (registration, airworthiness) are on board.
• A maintenance release has been issued.
• Instruments and equipment are sufficient for the specific type of operation.
• Mass and centre of gravity allow for safe operation under expected conditions.
• Operating limitations and flight planning standards are met.
• Take-off Alternate: Required if conditions at the departure aerodrome are below landing minima or if a return is not possible for other reasons. For two-engine aeroplanes, it must be within one hour of flight time at one-engine-inoperative cruising speed.
• Destination Alternate: For IFR flights, at least one destination alternate must be selected unless the flight duration and meteorological forecasts provide reasonable certainty of a VMC landing with separate usable runways. Two alternates are required if meteorological information is unavailable or conditions are below operating minima.
Operators must ensure sufficient usable fuel for the planned flight and deviations. Calculations must include:
• Taxi fuel: Consumption before take-off.
• Trip fuel: From take-off to landing at the destination.
• Contingency fuel: 5% of trip fuel (but not less than 5 minutes of holding) to compensate for unforeseen factors.
• Final Reserve Fuel: For turbine-engined aeroplanes, this is fuel for 30 minutes of holding at 450 m (1,500 ft) above aerodrome elevation in standard conditions.
The State of the Operator determines whether a flight operations officer/flight dispatcher must hold a license.
• Licensed Personnel: If a license is required, it must be issued in accordance with the provisions of Annex 1.
• Unlicensed Personnel: If a State accepts proof of qualifications other than a license, the individual must still meet the minimum requirements specified in Annex 1 for a flight operations officer/flight dispatcher license.
A flight operations officer/flight dispatcher cannot be assigned to duty unless they have successfully demonstrated the following:
• Operator-Specific Training: Satisfactory completion of a training course addressing all components of the operator's approved method of flight supervision.
• Qualification Flight: Within the preceding 12 months, the individual must have made at least a one-way qualification flight in the flight crew compartment of an aeroplane over any area for which they are authorised to exercise supervision. This flight should include as many landings as practicable.
• Equipment Knowledge: Demonstrated knowledge of the radio and navigation equipment used in the operator’s aeroplanes.
• Operational Knowledge: Demonstrated knowledge of seasonal meteorological conditions, the effects of weather on radio reception, and the specific limitations of each navigation system used.
• Manuals and Procedures: Thorough knowledge of the Operations Manual and aeroplane loading instructions.
• Human Performance: Demonstrated knowledge and skills related to human performance relevant to dispatch duties.
• Recency: A dispatcher should not be assigned to duty after 12 consecutive months of absence unless they re-meet the requirements of the initial assignment to duty.
The role of the dispatcher is centred on supporting the pilot-in-command (PIC) and maintaining operational control.
Flight Preparation and Monitoring
In conjunction with the operator's method of control, the dispatcher shall:
• Assist the PIC in flight preparation and provide all relevant information.
• Assist in preparing the Operational Flight Plan and the flight plan to be filed with Air Traffic Services (ATS).
• Furnish the PIC while in flight with information necessary for the safe conduct of the flight.
• Notify the appropriate ATS unit if the aircraft's position cannot be determined by tracking capabilities and communication attempts fail.
In the event of an emergency, the dispatcher's duties include:
• Initiating procedures outlined in the operations manual while ensuring no conflict with ATC procedures.
• Conveying safety-related information and flight plan amendments to the PIC.
• If an emergency becomes known to the dispatcher first, they must notify the appropriate authorities of the situation's nature without delay and request assistance if required.
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