2016 Is Bao

international business aviation council
IS-BAO
An International Standard
for
Business Aircraft Operations
International Business Aviation Council (IBAC)

Suite 16.33, 999 University Street
Montreal, Quebec, H3C 5J9, Canada
Tel: 1-514-954-8054 Fax: 1-514-954-6161
www.ibac.org
IS-BAO
An International Standard
for
Copyright © International Business Aviation Council (IBAC)

and Comité Européen de Normalisation (CEN)
All rights reserved
No part of this document may be reproduced or utilized in any form or by

any means, electronic or mechanical, including photocopying, recording
or by any information storage and retrieval system, without the prior
permission of IBAC and CEN.
An International Standard for Foreword
Foreword
The IS-BAO - An International Standard for Business Aircraft Operations was developed by the business
aviation and international helicopter communities for the benefit of those communities. The purpose is to
promote global standardization and to assist operators in establishing quality flight operations using best
practices of business aircraft and of commercial and non-commercial helicopter operations world-wide.
Although the IS-BAO was developed with the purpose of self-determination, other long term benefits are
possible through development of an industry based third-party registration programme similar to the ISO
- 9000 series (see Chapter 2.0). The business aviation and helicopter communities may also wish to
promote the IS-BAO to regulators and standards setters as an acceptable basis for rulemaking.
While the IS-BAO is a set of standards that reflect business aviation best practices world-wide, a
management process has been designed to ensure its long-term growth and development. The IS-BAO
management process involves all IBAC member national and regional business aviation associations and
international helicopter associations. It is under the direction of the IS-BAO Standards Board. It includes
the submission of recommended revisions from participating operators and their national and regional
associations, plus an annual review by the Standards Board.
The first draft of the IS-BAO was completed using a number of existing documents such as the NBAA
Management Guide, the BAUA Generic Operations Manual and Canadian CAR 624 Standards. This first
draft was then reviewed by a small group of operators who served as a focus group to confirm the benefits
of the IS-BAO and provide preliminary comments on its structure and content. From these comments a
second draft was developed. It was reviewed through a series of operator focus group meetings in North
America and Europe and a standards integration meeting involving representatives from the focus groups.
A third draft was then developed. It was presented at EBACE 2001 in Geneva and was then tested with
operators in North America, Europe and South America. The feedback from the EBACE presentation
and the operator tests was used to develop the final edition. It was approved by the IS-BAO Standards
Board on December 10, 2001 who has since then managed it on behalf of the IBAC Governing Board. In
that process, feedback has been gathered from users, auditors and subject matter experts. This feedback
provides the basis for the annual update of the IS-BAO and related documents. In 2010 and 2011 IBAC
worked with the Helicopter Association International (HAI), the British Helicopter Association (BHA)
and the European Helicopter Association (EHA) to adapt the IS-BAO to include helicopter operations
which resulted in the second edition of the IS-BAO.
The IS-BAO and accompanying Generic Company Operations Manual were developed for voluntary
application by business aircraft operators. The IS-BAO is a performance based standard that provides for
different implementation options, depending on the specific operation. For the helicopter community the
HAI has developed and manages a set of “helicopter mission specific standards” to augment the IS-BAO.
Release and Disclaimer for Use of IS-BAO
The information contained in the IS-BAO – an International Standard for Business Aircraft
Operations is subject to continuous review and reasonable efforts are made to ensure its contents
are current. However, no one should act or rely on the basis of any such information without
referring to the applicable laws in their particular jurisdiction and without obtaining appropriate
professional advice. The International Business Aviation Council (IBAC) shall not be held
responsible for any loss or damage caused in any way, including by errors, omissions, inaccuracy,
interpretation or misinterpretation, whether negligent or not. IBAC hereby disclaims any and all
liability to any person in respect of anything done or omitted to be done by any person purportedly
in reliance on the IS-BAO.
January 1, 2016 page - i © IBAC All rights reserved.

An International Standard for Record of Amendments
Record of Amendments
Number Date Date Entered Entered By
1 January 1, 2003 Included Included
January 1, 2016 page - ii © IBAC All rights reserved.

An International Standard for List of Effective Pages
List of Effective Pages

Page No. Effective Date Page No. Effective Date
i thru vi January 1, 2016
1-1 thru 1-2 January 1, 2016
2-1 thru 2-8 January 1, 2016
3-1 thru 3-6 January 1, 2016
4-1 thru 4-4 January 1, 2016
5-1 thru 5-6 January 1, 2016
6-1 thru 6-14 January 1, 2016
7-1 thru 7-2 January 1, 2016
8-1 thru 8-4 January 1, 2016
9-1 thru 9-4 January 1, 2016
10-1 thru 10-2 January 1, 2016
11-1 thru 11-2 January 1, 2016
12-1 thru 12-2 January 1, 2016
13-1 thru 13-2 January 1, 2016
14-1 thru 14-2 January 1, 2016
15-1 thru 15-2 January 1, 2016
Appendix A: 1 thru 6 January 1, 2016
Appendix B: i thru x January 1, 2016
Appendix B:1 thru 88 January 1, 2016
January 1, 2016 page iii © IBAC All rights reserved.

An International Standard for List of Effective Pages
THIS PAGE
INTENTIONALLY
LEFT BLANK
January 1, 2016 page iv © IBAC All rights reserved.

An International Standard for Table of Contents
1. PURPOSE OF THE STANDARD ..................................................................................................................... 1-1

1.1 GENERAL ..................................................................................................................................................... 1-1
1.2 APPLICABILITY .............................................................................................................................................. 1-1
1.3 REGISTRATION .............................................................................................................................................. 1-2
2. INTRODUCTION .......................................................................................................................................... 2-1
2.1 NEED FOR IS-BAO ........................................................................................................................................ 2-1
2.2 LINKAGE WITH INTERNATIONAL STANDARDS ....................................................................................................... 2-1
2.3 SAFETY MANAGEMENT PHILOSOPHY ................................................................................................................. 2-2
2.4 IS-BAO STRUCTURE ...................................................................................................................................... 2-2
2.5 LANGUAGE OF THE STANDARD ......................................................................................................................... 2-3
2.6 TRANSLATION INTO OTHER LANGUAGES ............................................................................................................ 2-3
2.7 IMPLEMENTATION CONSIDERATIONS ................................................................................................................. 2-3
3. SAFETY MANAGEMENT SYSTEMS ............................................................................................................... 3-1
3.1 GENERAL ..................................................................................................................................................... 3-1
3.2 SAFETY MANAGEMENT SYSTEM REQUIREMENTS ................................................................................................. 3-1
3.3 COMPLIANCE MONITORING ............................................................................................................................ 3-5
3.4 FLIGHT DATA ANALYSIS .................................................................................................................................. 3-6
4. ORGANIZATION AND PERSONNEL REQUIREMENTS .................................................................................... 4-1
4.1 ORGANIZATION AND PERSONNEL ..................................................................................................................... 4-1
4.2 AIRCRAFT CREW MEMBER DUTIES AND RESPONSIBILITIES ..................................................................................... 4-1
4.3 CREW MEMBER QUALIFICATION ...................................................................................................................... 4-3
4.4 MAINTENANCE PERSONNEL QUALIFICATIONS ..................................................................................................... 4-3
4.5 OTHER PERSONNEL ....................................................................................................................................... 4-3
4.6 USE OF PSYCHOACTIVE SUBSTANCES ................................................................................................................. 4-4
4.7 MOBILE PHONES AND OTHER PORTABLE ELECTRONIC DEVICES (PED) ..................................................................... 4-4
4.8 RESERVED .................................................................................................................................................... 4-4
4.9 SUPPLEMENTAL LIFT/ADDITIONAL AIR TRANSPORT CAPACITY ................................................................................ 4-4
5. TRAINING AND PROFICIENCY...................................................................................................................... 5-1
5.1 TRAINING PROGRAMMES ................................................................................................................................ 5-1
5.2 HUMAN FACTORS (HF) AND CREW RESOURCE MANAGEMENT (CRM) TRAINING...................................................... 5-2
5.3 EMERGENCY PROCEDURES TRAINING................................................................................................................ 5-3
5.4 HIGH ALTITUDE TRAINING............................................................................................................................... 5-3
5.5 PROFICIENCY CERTIFICATION ........................................................................................................................... 5-4
5.6 TRAINING AND QUALIFICATION RECORDS ........................................................................................................... 5-5
6. FLIGHT OPERATIONS .................................................................................................................................. 6-1
6.1 STANDARD OPERATING PROCEDURES ................................................................................................................ 6-1
6.2 FLIGHT PLANNING AND PRE-FLIGHT REQUIREMENTS ............................................................................................ 6-1
6.3 OPERATIONAL CONTROL ................................................................................................................................. 6-7
6.4 WEATHER MINIMA ....................................................................................................................................... 6-7
6.5 ALL WEATHER OPERATIONS ............................................................................................................................ 6-8
6.6 COMMUNICATIONS, NAVIGATION, AND SURVEILLANCE (CNS) REQUIREMENTS AND APPROVALS .................................. 6-9
6.7 AIRCRAFT OPERATING REQUIREMENTS ............................................................................................................ 6-10
6.8 NOISE CERTIFICATION AND ABATEMENT .......................................................................................................... 6-10
6.9 AIRCRAFT AIRWORTHINESS ........................................................................................................................... 6-10
6.10 USE OF OXYGEN ......................................................................................................................................... 6-10
6.11 PASSENGER SAFETY BRIEFING ........................................................................................................................ 6-11
6.12 USE OF CHECKLISTS ..................................................................................................................................... 6-12
6.13 RESERVED .................................................................................................................................................. 6-13
January 1, 2016 page v © IBAC All rights reserved.

An International Standard for Table of Contents
6.14 TRAVEL HEALTH ISSUES ................................................................................................................................ 6-13

6.15 SEATING REQUIREMENTS .............................................................................................................................. 6-13
6.16 CABIN BAGGAGE ......................................................................................................................................... 6-13
6.17 MICROPHONES AND HEADSETS ...................................................................................................................... 6-13
6.18A PERSONNEL QUALIFIED TO TAXI AEROPLANE ................................................................................................ 6-13
6.19H HELICOPTER ROTOR TURNING UNDER POWER.............................................................................................. 6-14
6.20 MAINTENANCE CHECK FLIGHTS ...................................................................................................................... 6-14
6.21 PILOTING COMPETENCY IN KEY SAFETY AREAS (RECOMMENDED PRACTICE) ........................................................... 6-14
6.22 STABILIZED APPROACH ................................................................................................................................. 6-14
7. INTERNATIONAL OPERATIONS.................................................................................................................... 7-1
7.1 SOVEREIGN AND INTERNATIONAL AIRSPACE ........................................................................................................ 7-1
7.2 COMPLIANCE................................................................................................................................................ 7-1
7.3 INTERNATIONAL AIRSPACE OPERATIONS QUALIFICATIONS ..................................................................................... 7-1
7.4 STANDARD OPERATING PROCEDURES ................................................................................................................ 7-2
7.5 INTERNATIONAL PUBLICATIONS LIBRARY ............................................................................................................ 7-2
8. AIRCRAFT EQUIPMENT REQUIREMENTS ..................................................................................................... 8-1
8.1 GENERAL ..................................................................................................................................................... 8-1
8.2 OPERATIONAL INFORMATION AND DOCUMENTATION........................................................................................... 8-1
8.3 EMERGENCY EQUIPMENT INFORMATION ........................................................................................................... 8-1
8.4 GPWS/TAWS DATA MANAGEMENT ............................................................................................................... 8-2
8.5 FLIGHT DATA RECORDERS AND COCKPIT VOICE RECORDERS .................................................................................. 8-2
8.6 MINIMUM EQUIPMENT LIST............................................................................................................................ 8-2
8.7 EFB EQUIPMENT .......................................................................................................................................... 8-2
9. AIRCRAFT MAINTENANCE REQUIREMENTS ................................................................................................ 9-1
9.1 MAINTENANCE CONTROL SYSTEM .................................................................................................................... 9-1
9.2 MAINTENANCE AGREEMENTS .......................................................................................................................... 9-3
9.3 PERSON RESPONSIBLE FOR MAINTENANCE CONTROL ........................................................................................... 9-4
9.4 MAINTENANCE PERSONNEL RECENCY................................................................................................................ 9-4
10. COMPANY OPERATIONS MANUAL ....................................................................................................... 10-1
11. FATIGUE MANAGEMENT PROGRAM .................................................................................................... 11-1
12. ENVIRONMENTAL MANAGEMENT ....................................................................................................... 12-1
13. OCCUPATIONAL HEALTH AND SAFETY .................................................................................................. 13-1
14. TRANSPORTATION OF DANGEROUS GOODS ........................................................................................ 14-1
14.1 CONSIDERATIONS FOR ALL OPERATORS ........................................................................................................... 14-1
14.2 DANGEROUS GOODS TRANSPORTATION REQUIREMENTS .................................................................................... 14-1
15. SECURITY .............................................................................................................................................. 15-1
APPENDIX A: TERMINOLOGY, ABBREVIATIONS AND ACRONYMS .......................................................................A-1
APPENDIX B: IS-BAO IMPLEMENTATION GUIDE……………………………………………………………………………………………… B-1
January 1, 2016 page vi © IBAC All rights reserved.

An International Standard for Chapter 1.0
Business Aircraft Operations Purpose of the Standard
1. Purpose of the Standard

1.1 General
This publication represents an International Standard for Business Aircraft Operations (IS-BAO).
The primary purpose of the standard is to promote the harmonization of quality operating
practices for business aircraft and helicopter operations on the international level. It constitutes
“base line” requirements which operators should apply in structuring and staffing their
organization and planning and conducting their operations.
The IS-BAO has been developed with the generally accepted principles of other international
standards systems in mind. It also has been designed to be compatible with operator certification
and a range of quality systems. The safety management systems (SMS) standards set out in
Chapter 3 are, in particular, consistent with the ICAO SMS Framework.
Implementation of IS-BAO by operators may also serve to satisfy certain national regulatory
requirements applied by States and their civil aviation authorities (CAAs). Operators remain
responsible for ensuring that all applicable national requirements are met.
1.2 Applicability
The standards contained within this document are scalable such that an operator of any size,
regardless of equipment or mission, can enhance their effectiveness and efficiency via IS-BAO
implementation. Operators, both small and large, attest to the positive impact of the IS-BAO on
their overall performance. The IS-BAO contains a set of standards and recommended practices
that are based upon business aviation best practices, developed by the industry for the industry.
The IS-BAO is designed to be flexible in nature so that operators can implement the requirements
that pertain to their operations and set aside those that are not relevant.
The IS-BAO contains some standards and recommended practices that apply to all operators and
others that apply only to either fixed wing operators or rotary wing operators. Some of the
requirements refer specifically to aeroplanes or helicopters and as well the aeroplane specific
requirements have an “A” suffix to the element of item number and the helicopter specific items
have an “H” suffix. Also, some of the general provisions would not be applicable where the
operator does not engage in that activity.
Single pilot guidance material in Appendix B was initially developed to specifically address the
application of the IS-BAO standards to very light jets and other technically advanced aircraft. It
has since been modified to include single pilot helicopter considerations. This supplement is
accompanied by a single pilot generic operations manual which is included in the IS-BAO e-
document suite. For helicopter operators the HAI has developed a set of mission specific
standards some of which include single pilot considerations.
Operators are encouraged to implement the standard contained in this publication. It is designed
as an industry standard intended to foster universal application of best practices. Adoption of IS-
BAO by an organization is the organization’s choice. However, in the interest of international
harmonization, States and regional bodies considering establishing new requirements for business
aircraft operations or revising existing requirements are equally encouraged to consider the
standard in their rule and standards-making activities.
January 1, 2016 page 1-1 © IBAC All rights reserved.

Business Aircraft Operations Purpose of the Standard
1.3 Registration
Operators that have purchased and adopted the IS-BAO have the option of having the
organization registered with the International Business Aviation Council (IBAC). To be
registered the operator must arrange for a third party audit by an accredited IS-BAO auditor.
Operators that successfully demonstrate conformity with IS-BAO will receive a Certificate of
Registration from IBAC.
The Certificate of Registration is an attractive, professional document suitable for mounting so

that the staff, passengers and other customers will be aware that the organization meets a highly
professional industry code of practice. A second certificate, or additional certificates to be carried
in aircraft as proof of registration, are available for a nominal fee.
1.3.2 IS-BAO standards are designed to enable a registrant to progress from a strong foundation of
conformance to SMS principles and compliance with international standards to a system that
demonstrates goal-directed continuing performance. The program leads the operator from
establishment of beginning principles to a sustainable SMS and operations program through a
number of steps. Audits conducted normally every two years ensures conformance and provides
valuable feedback to the operation. Audits concentrate on SMS development. For IS-BAO SMS
evaluation purposes, the stages of maturity of an SMS are:
a. Stage One – Confirms that the SMS infrastructure is established and that safety management
activities are appropriately targeted. All supporting standards have been established.
b. Stage Two – Ensures that safety management activities are appropriately targeted and that
safety risks are being effectively managed. This is the baseline that meets the requirements
specified in IS-BAO Section 3.2, Safety Management System Requirements.
c. Stage Three – Verifies that safety management activities are fully integrated into the
operator’s business and that a positive safety culture is being sustained. To learn more see
IBAC’s webpage about IS-BAO Stage Three Cultural Attributes.
1.3.3 The IS-BAO registration system is progressive in nature, requiring registrants to achieve and
maintain SMS program standards. A registrant is required to progress to and maintain at least
Stage Two to remain registered. Stage Three is an optional but desirable level of achievement for
operators. Other features of the registration program are:
a. The Certificate of Registration is normally issued for a period of two years from the end of
the month in which the audit was completed, unless otherwise specified.
b. Operators who have demonstrated a high degree SMS maturity and sustainability during a
Stage Three audit may, upon recommendation by the auditor, be granted registration for a
three-year period.
c. If a registration renewal audit is conducted within the 90-day period prior to expiry of the
operator’s registration, the Certificate of Registration will be renewed for the full period from
the original expiry date.
d. Registrations that have lapsed for more than six months will be treated as initial applications,
unless an extension has been previously approved.
e. During the period Jan 1 to Jun 30 initial and renewal audits may be performed, at the
discretion of the operator and the auditor, in accordance either with the standards of the
previous year or the current year. However, after July 1 audits must be conducted in
accordance with the current year standards.

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Business Aircraft Operations Introduction
2. Introduction
2.1 Need for IS-BAO
It is the role of the International Civil Aviation Organization (ICAO) to promote global
harmonization of aviation safety standards. It is readily accepted that it is neither in the interest
of safety nor the economic well-being of operators for variations in international standards to
exist. Variations in safety standards can result in confusion and safety deficiencies and have
imposed unnecessary financial burdens on operators. For example, unique aircraft equipment
requirements can put operators at an economic disadvantage compared with operators in other
States. This constrains the potential of the aviation community and the operation of individual
organizations.
More importantly, the development and implementation of one common standard for aircraft
operations will serve to enhance aviation safety and will provide the opportunity to implement
modern best practices. Implementation of a common standard internationally will assist
organizations in allocation of their resources to safety programmes having the most tangible
benefits. It is for these reasons, the need to ensure safe aircraft operations and to encourage the
growth and development of aviation that the IS-BAO has been developed.
A list of the benefits of IS-BAO is contained on the IBAC website at:

http://www.ibac.org/is_bao/is-bao-benefits. In addition, a study completed by an independent
safety analyst shows that the IS-BAO 'code of practice' has a considerable potential to reduce
accidents. The analyst reviewed 297 accidents over a five year period and assessed them against
the provisions of the safety standard to make a judgment regarding the potential that the accident
would have been prevented if the organization had implemented the IS-BAO. To view the report
see: http://www.ibac.org/Files/Safety/Woodhouse_Report_V11.pdf .
2.2 Linkage with International Standards
Implementation of the IS-BAO will also have secondary benefits for operators, as the IS-BAO
framework is similar to other international standards systems. For example, an organization that
wishes to be registered as compliant with the ISO 9000 Standards must document the procedures
and processes it has adopted to ensure quality in all aspects of the organization’s operations, and
must arrange to be audited by an accredited independent (third party) registrar organization. If
the organization’s quality systems documentation and implementation are found to meet the
requirements of the applicable ISO 9000 series standards, the registrar grants registration and lists
the organization as an organization with certified quality systems. All purchasers of the
organization’s products can accept the third party registration as evidence that the organization’s
quality systems meet the applicable ISO 9000 series requirements.
Such third-party registration schemes provide a number of benefits. Registration demonstrates

that an operator has implemented an adequate quality system for the products it offers or
provides. By this, better internal commitment, as well as enhanced user confidence, may be
achieved.
Many aircraft manufacturing and repair organizations and some flight operations have embarked
on ISO registration to satisfy internal organization requirements and to facilitate marketing
internationally. IS-BAO is designed to be specifically applicable to business aviation and to
commercial and non-commercial helicopter operations and may be a beneficial aviation specific
alternative to current generic standards, or perhaps as a first step before going to ISO registration.

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Some civil aviation authorities have already adopted and tailored this philosophy and approach in
their aviation safety regulatory frameworks. They have done this by requiring operators to
establish and maintain safety management systems, the objective of which is to prevent accidents
and incidents.
2.3 Safety Management Philosophy
While the IS-BAO has been developed primarily to establish a common international standard for
business aircraft and helicopter operations, it has an operator’s safety management systems as its
cornerstone. An operator can use their SMS to identify hazards faced by their organization and to
analyse the associated risks. The mitigation developed to eliminate the hazards or to manage the
risks to an acceptable level should then be incorporated into the programs, systems, processes and
procedures established to meet the requirements of the other twelve IS-BAO chapters. Through
their safety assurance processes the operator then tracks these to ensure that they are appropriate
and effective.
2.4 IS-BAO Structure
2.4.1 General
The IS-BAO is composed of a series of chapters that present the standards and recommended
practices that have been derived from existing ICAO Standards and Recommended Practices
(SARPS), national civil aviation regulations and business aircraft and helicopter association best
practices. They are considered to be the norm of well-managed progressive business aviation
flight departments or helicopter operators.
The chapters of the IS-BAO present the standards that the operators who choose to use the
standard shall meet. The terms “shall” and “must” are used to indicate a standard that must be
met, and the term “should” is used to indicate a recommended practice. The recommended
practices, which are shown in italics, are also presented for the operator's consideration.
A comprehensive Safety Management System (SMS) Toolkit is available to facilitate

development of that system.
The guidance material presented in Appendix B, IS-BAO Implementation Guide (IG), was
developed to assist operators in meeting the standards, but is not the only acceptable means of
doing so. Operators are free to develop their individual means of compliance should they wish to
do so. While the terms “shall” and “must” are used in the IG that is presented as examples of text
that operators may use, it must be understood that this is advisory material.
Additional reference documents are listed or hyperlinked.
In addition, the HAI mission specific standards are available for helicopters. Operators should
see the HAI Website for further information on these standards.
2.4.2 Formatting
In the body of the document the standards are shown in normal type font and recommended
practices are shown in italic type font. Document titles are also in italic type font. Sections that
have been revised in this edition are marked with a sidebar.

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2.5 Language of the Standard
As English is the accepted international language of aviation, and is by policy the language of the
International Business Aviation Council, the IS-BAO is published in that language. The
terminology and English language spelling used by ICAO has been used in this document.
2.6 Translation into Other Languages
National or regional associations that are members of IBAC or affiliates of IBAC members may,
with the written permission of IBAC, translate the IS-BAO into their national language. In such
cases they shall ensure accuracy of the translation and include a statement in the Preface that the
"definitive" text for the IS-BAO is the English language version.
2.7 Implementation Considerations
2.7.1 Overview
The IS-BAO includes extensive guidance material that is designed to assist operators to integrate
the standards into their operation. However, as the standards provide a comprehensive
framework for managing the safety, security, efficiency and effectiveness of the entire operation,
it must be understood that a degree of effort is required. The first thing that an operator should do
is to review the IS-BAO and related documents in order to acquire a good understanding of them.
When this has been achieved, an implementation plan can be developed and the work
commenced. After implementation is completed operators may undergo an audit by an
accredited IS-BAO Auditor and become registered as being in conformity with the IS-BAO
standards.
Some operators have concluded that they did not have the time or resources to undertake
implementation on their own and chose to engage an implementation support service organization
to assist them. All of these considerations will be discussed in detail.
2.7.2 IS-BAO Standards
The IS-BAO standards themselves are contained in sections 3 through 15 of this document.
These standards are largely performance based. That is, they describe “what” must be achieved,
rather than “how” things must be done. This allows operators, including owner operators, to
develop processes, procedures, systems, programs and manuals that are appropriate to their
individual operation. In this context:
a. A policy is a written course of action to guide and determine present and future decisions;
b. A process is a set of interrelated activities that use resources to transform inputs into outputs;
c. A procedure is a series of steps followed in a methodical manner to complete an activity –
what shall be done and by whom, when, where, and how it shall be completed; what
materials, equipment, and documentation shall be used, and how it shall be controlled;
d. A system is a set of interrelated elements; and
e. A program is a set of arrangements that are intended to achieve a specific purpose.
While the standards include most of the usual subjects addressed in similar standards, the one
significant difference is the requirement for operators to develop a safety management system
(SMS). An SMS is an evolution of the traditional flight safety program that incorporates some of
the principles found in quality systems.

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The SMS is the cornerstone of the IS-BAO and the element that makes the other performance
based standards effective. It must be understood that the SMS is not a stand-alone system - it is
in fact intrinsically linked to all of the standards. It is a system where operators identify the
hazards and associated safety-risks that are inherent in their individual operation and then develop
appropriate strategies, to either eliminate the hazards or reduce the level of risk to an acceptable
level. These strategies are then tracked to ensure that the mitigation is appropriate and effective.
The tracking system also allows operators to identify latent or emerging safety-risks and deal with
them before an occurrence. More information related to SMS is available in the IBAC SMS
Toolkit and the IHST SMS Toolkit and the references cited in IG 3.2 of the IS-BAO.
While the IS-BAO standards are based on “best practices” initially derived from the
approximately 100 flight departments that were involved in the development process, they are
also structured to meet the standards and recommended practices established by ICAO in Annex1
Personnel Licensing, Annex 6 Part II Operation of Aircraft, International General Aviation –
Aeroplanes, and Annex 6 Part III International Operations Helicopters, plus other related
annexes and manuals. In several cases notations are made in the standards to provide for
operators to choose to meet their national standards for operations within their domestic airspace.
However, operators who chose to do so must be aware that they are required to meet the
applicable international or State rules when operating outside of their domestic airspace.
2.7.3 Implementation Guidance Material
Guidance material in the IG is cross-referenced to the applicable standard. For example, the
standard for safety management systems is contained in section 3.2. IG 3.2 then presents
guidance material for the development of the operator’s safety management system.
Additionally, IG 3.2 provides reference to the SMS Toolkit and other guidance material for
developing a safety management system. In numerous instances, rather than reproduce material
from other sources, it is referenced as guidance material. For example, in IG 6.1, several sources
of guidance material for development of standard operating procedures are referenced.
As notable guidance material is identified, reference to it is included in the IS-BAO Newsletters.

This information is sent via e-mail to all IS-BAO holders and is also posted on the IBAC web site
at http://www.ibac.org/is_bao/newsletter.
Additional policy information is available on the IBAC website. Policy letters can be found
through the following link: http://www.ibac.org/is_bao/policies.
2.7.4 Determining Implementation Strategy
Once an understanding of the IS-BAO system and related requirements has been developed the
next step in the process is for the operator to determine:
a. what is already in place,
b. what processes, procedures, programs, systems and documentation need to be modified, and
c. what needs to be developed?
Experience has shown that many operators have a good percentage of the processes, procedures,
systems, programs and documentation already in place. There may be a need to fine tune some,
to make more extensive modification to some and to establish others. It must be stressed that a
basic concept of the IS-BAO is that the processes, procedures, systems, programs and documents
must be appropriate to the nature of the individual operation. It is not desirable to develop ones

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that are more involved and complex than is necessary to manage the safety, security, efficiency
and effectiveness of the operation. In fact, if they are unnecessarily complicated they probably
will not be used and the potential benefits will be lost. On the other hand, if they are too
rudimentary they probably will not be effective. Therefore, it is recommended that the
“appropriateness” and “effectiveness” test be rigorously applied.
It is highly recommended that as many members of the organization or operation as possible, be

involved in determining what is needed to implement the standard. It will help to create “buy-in”
to the process and it also may be a way to identify latent talent within the organization that can be
utilized in the implementation process. It is also very important to obtain senior management
buy-in early in the process. Their support is essential to ensuring a smooth and successful
implementation.
Some operators have found it valuable to also involve an accredited IS-BAO auditor in the gap
analysis process. While it would be a conflict of interest for the auditor to provide consulting
services and then audit their work, it is acceptable for the auditor to be involved during the
implementation process and to make assessments of work, required, planned or underway, and to
provide strategic guidance to assist operators with the implementation process. A list of
accredited auditors is posted at http://www.ibac.org/is_bao.
Assistance in the assessment process and in developing the implementation strategy is also
available from some of the implementation support service providers that are listed on the IBAC
web site at http://www.ibac.org/is_bao.
At this point the operator should be in a position to estimate the effort and time required to
complete IS-BAO implementation. The time required to complete the implementation process
depends on the size and complexity of the operation, the maturity of the operator’s existing
procedures, programs and manuals, and the extent that the operator needs, or chooses, to modify
them and the level of resources dedicated to the project. Some operators have been able to
complete the process in a few weeks and others have taken several months to a year.
Operators that conclude that they do not have the time or resources to undertake IS-BAO
implementation on their own may choose to engage an implementation support service provider
to assist them. A list of organizations or individuals that provide IS-BAO implementation
support services is posted at http://www.ibac.org/is_bao.
IBAC recognizes aviation support services organizations that have demonstrated knowledge of
the IS-BAO and are in the business of providing services or products to aircraft operators. When
conditions required under IBAC policy are satisfied, the recognized organization will be
designated an “IBAC International Standards Support Services Affiliate” and IBAC includes its
name on lists maintained on the IBAC website. Operators who use their services will be aware
that the service provider has a basic understanding of the requirement of the IS-BAO as it pertains
to the service or product being provided. If an operator choses the option to engage an
implementation support service provider, it is very important to ensure that the operator continues
to be fully engaged in the process.

An

Another important resource that is available is the Fundamentals of IS-BAO Workshop. IBAC
regularly holds workshops that are designed to assist operators to implement the IS-BAO. The
workshop schedule is posted at IS-BAO Workshop Information. The workshops are a full day –
0800 to 1600 hrs. The workshop includes a discussion of:
a. the background, philosophy and benefits of the IS-BAO program,

b. the standards and recommended practices,
c. safety management systems (SMS) and the implementation process, and
d. the IS-BAO audit and registration process.
To assist operators with their SMS development, two SMS eLearning courses are available. See the
following link: SMS e-Learning.
2.7.5 The Implementation Process
Once the implementation strategy has been developed it is recommended that a more detailed
plan with a time frame and milestones be developed. This will assist in maintaining focus and
momentum. It is very important to maintain momentum particularly if there is a considerable
level of effort required.
The usual first implementation step is to conduct an assessment of the hazards and the associated
safety-risks that are inherent in the operation. The SMS Toolkit and Guidelines for the Conduct
of Risk Analysis by Business Aircraft Operators, which is part of the IS-BAO e-document suite,
provide details on the process and related tools. Again, experience has shown that it is beneficial
to involve as many of the flight department or flight operation staff members as possible in the
process. Different perspectives add to the effectiveness of the process and should provide
synergy.
Once the process of identifying the inherent hazards and associated safety-risks and developing
appropriate mitigation strategies has been completed, the operator will have an enhanced
framework to assist in developing, or modifying, their processes, procedures, systems, programs,
and documents. It must be stressed that the “appropriateness” and “effectiveness” test should be
applied. If many of the existing systems are paper based, do not try to mix in complex automated
systems. On the other hand, if there is a high degree of automation in the operation, don’t mix in
complex paper systems. Make sure that everything fits together in an integrated systematic
manner and reflects the individual aspects of the operation.
In the implementation process operators are encouraged to make maximum use of the guidance
material referenced in the IS-BAO standards and GMs. Use of this material should facilitate the
process. Although a helicopter specific version has not been developed, one tool that may be
helpful is the generic company operations manual (GCOM) that is part of the IS-BAO e-
document suite. There are three different GCOMs. The Regular version is designed to provide a
template for operators who fly global operations. The Small Operator version is tailored for the
one airplane operator who flies primarily in domestic airspace. There also is third GCOM
structured for single pilot operations.
Operators can chose to use the GCOM if they wish, or they can use any other format for their
company operations manual as long as it contains the required information. It is recognized that
most regulatory authorities specify the content and structure of the operations manual used by
operators engaged in commercial air transport operations. If another operations manual format is
being used, it may be helpful to use the GCOM as a reference to help ensure that the required

An

information is included. At the same time it must be stressed that the process, procedures, etc.
must not be simply copies of guidance material. They must reflect the reality of the operation.
Note: The term “company operations manual” has been used as it is the term used for the related
IS-BAO documents. Operators may use the any term they consider appropriate when
referring to their operations manual.
Some operators have advised that the IS-BAO implementation process was a very effective team
building exercise. They achieved this result by ensuring that there was full involvement of all
personnel involved in the operation. If the use of a support service provider has been the chosen
option, it is very important to ensure that the flight department/operation continues to be fully
engaged in the process.
During the implementation process it may be advantageous to refer to the IS-BAO Audit
Procedures Manual that is part of the IS-BAO e-document suite. The IS-BAO Audit Protocol
that is in the document is the same checklist that the IS-BAO auditor will use. Also, chapter 5 of
that manual, Evaluating the Operator’s SMS, may be especially helpful in the SMS development
process. As previously noted, an SMS Toolkit containing extensive references and examples is
provided in the IS-BAO e-document suite.
Because the IS-BAO is designed with ISO-9000 principles in mind, the operator should document
ALL key safety-related processes in their organization, to include specific supporting procedures
and process ownership for accountability.
2.7.6 Audit Preparation
When the implementation process is nearing completion arrangements should be made for a
registration audit. When engaging the auditor it is recommended that agreement be reached on
the scope of the audit and an audit plan.
The duration of the audit will depend on the size and complexity of the operation and the degree
of preparedness. As part of the audit preparation process, well in advance of the audit, operators
should provide the auditor with a filled-in copy of the IS-BAO Audit Protocol that identifies the
location of each of the audit elements in the operator’s documents or systems, as well as copies of
all relevant manuals. This should be discussed with the auditor. Essential information regarding
IS-BAO audit procedures, SMS evaluation, and associated audit terminology is provided in the
IS-BAO Audit Procedures Manual provided in the IS-BAO e-document suite.
In the initial audit the auditor will be assessing the soundness and appropriateness of the
operator’s SMS and all of the required processes, procedures, systems, programs, and documents.
In subsequent registration renewal audits the auditor will be looking for evidence of effectiveness
and continuous improvement. During the audit the auditor will review documents and interview
people. Everyone’s cooperation will make the auditor’s task easier and should assist in
maximizing the value of the audit.
IBAC maintains an audit quality assurance program that includes monitoring a percentage of the
registration audits. The Monitors are either IBAC staff or persons designated by the IS-BAO
Standards Board. The Monitors will only observe the audit and will not become involved in the
audit process. Auditors and the operator will be advised in advance if an audit will be monitored.

An

When the audit has been successfully completed operators may apply to IBAC for registration. A
registration application form or renewal application form, as applicable, will be forwarded to you
by the Audit Manager after the audit is accepted by IBAC.
Helicopter operators who have successfully completed the IBAC Registration process may apply
for mission specific accreditation by the HAI. In addition to an IS-BAO audit, the accreditation
process will include on site evaluation of helicopter mission specific criteria related to the type of
operations conducted by the operator. Additional information on the helicopter mission specific
standards and related processes is available at http://www.rotor.com/.
2.7.7 System Maintenance
The process of managing the safety, security, efficiency and effectiveness of a flight operation is
a dynamic process. It is important the operator’s SMS and the IS-BAO elements are considered
“living systems” that are fully integrated into day-to-day activities. Effective use of the
operator’s SMS is a very powerful tool for enhancing the efficiency and effectiveness of the
operation. It has the potential to provide benefits that exceed the costs associated with IS-BAO
implementation.
Operators may desire to conduct internal audits to determine their preparedness for an IS-BAO
registration audit, or as a means to assess the appropriateness and effectiveness of their safety
management activities on an on-going basis. An internal audit program can be an effective
element of continuous improvement through on-going safety management that is a key aspect of
the IS-BAO. The IS-BAO Audit Procedures Manual provided in the IS-BAO e-document suite
can help in developing an internal audit program.
2.7.8 Keeping IS-BAO Current
These standards are revised annually to incorporate emerging international standards and industry
best practices. However, many of the changes applied annually come from suggestions made by
IS-BAO registrants and industry sources. Users are encouraged to submit recommended changes
to the standard via the IS-BAO Improvement Form. Recommended changes are reviewed by the
IS-BAO Standards Board for acceptance and inclusion in the annual revision.
Revisions to the IS-BAO and related material are posted on a secure page of the IBAC web site in
January each year. At that time an e-mail message will be sent to each recorded IS-BAO holder
who has previously elected to receive an e-version of the revision, advising them that the
amendments are available for download. Consequently, it is important that IS-BAO holders
ensure that the IBAC office has the current name and e-mail address for the person responsible
for custody of the IS-BAO in your organization. Such information should be sent to
administration@ibac.org, Also, if you don’t receive an e-mail message by mid-January advising
of the availably of the download of the amendments, please send a message to
administration@ibac.org, identifying yourself as a standards holder who has not received the
amendment information.

Business Aircraft Operations Safety Management Systems
3. Safety Management Systems

3.1 General
While the following chapters provide specific standards for the structuring, staffing and operation
of an aircraft operation, this chapter provides the framework and description of each element of the
framework, for the implementation and maintenance of an overall safety management system. This
framework is designed to assist the management of the organization and provide focus in the prime
goal of providing safe and efficient air transportation.
3.2 Safety Management System Requirements
An SMS is a management system for the management of safety by an organization. The framework
includes four components and twelve elements representing the minimum requirements for SMS
implementation. Every aircraft operator must establish and maintain a safety management system
appropriate to the size and complexity of the operation and that consists of the following four
components and twelve elements.
Note: IG 3.2 and the SMS Toolkit (included with the IS-BAO) contain guidance material to
assist with the development and implementation of a SMS.
3.2.1 Safety Policy and Objectives
a. Management Commitment and Responsibility
The organization shall define the organization’s safety policy, which shall be in accordance with
international and national requirements, and which shall:
1. reflect organizational commitment regarding safety;

2. include a clear statement about the provision of the necessary resources for the
implementation of the safety policy;
3. include safety reporting procedures;
4. clearly indicate which types of behaviours are unacceptable related to the organization’s
aviation activities and include the circumstances under which disciplinary action would not
apply;
5. be signed by the accountable executive of the organization;
6. be communicated, with visible endorsement, throughout the organization; and
7. be periodically reviewed to ensure it remains relevant and appropriate to the organization.
Note 1: To gauge appropriateness, the safety policy should be relevant to the scope and
complexity of the organization’s operations, and everyone should be aware of the safety
policy.
Note 2: To determine effectiveness, the safety policy should be reinforced by day-to-day

decisions, and everyone should be committed to enhancing safety performance.

b. Safety Accountability and Responsibilities
The organization shall:
1. identify the accountable executive who, irrespective of other functions, has ultimate
accountability for the safety performance of the organization;
2. clearly define safety responsibilities throughout the organization, including a direct
responsibility for safety on the part of senior management;
3. identify the responsibilities of all members of management, irrespective of other functions,
as well as of employees, with respect to the safety performance of the SMS;
4. document and communicate safety responsibilities, accountability and authorities
throughout the organization; and
5. define the levels of management with authority to make decisions regarding safety risk
tolerability.
Note 1: To gauge appropriateness, the accountable executive should indicate his/her ultimate
accountability for the safety performance of the organization.
Note 2: To determine effectiveness, 1) resources should be available to manage risks effectively,

and 2) the AE should review and ensure that the safety risks are reduced to a level as low
as reasonably practical.
c. Appointment of Key Safety Personnel
The organization shall identify a safety manager to be the responsible individual and focal point for
implementation and maintenance of an effective SMS.
Note 1: To gauge appropriateness, the safety manager should be properly trained.
Note 2: To determine effectiveness, the results of safety management activities should be formally
recorded and analyzed.
Note 3: In a small operation the manager of the organization would be this individual.
d. Coordination of Emergency Response Planning
The organization shall ensure that an emergency response plan is properly coordinated with the
emergency response plans of those organizations it must interface with during the provision of its
services.
Note 1: To gauge appropriateness, the ERP should be regularly reviewed and updated and it
should address likely emergency scenarios including coordination with other
organizations as appropriate.
Note 2: To determine effectiveness, the ERP should be regularly tested, and there should be
evidence that any lessons learned from testing are being applied.

e. SMS Documentation
1. The organization shall develop an SMS implementation plan, formally endorsed by the
organization, which defines the organization’s approach to the management of safety in a
manner that meets the organization’s safety objectives.
2. The organization shall develop and maintain SMS documentation that describes its:
i. Safety policy and objectives;

ii. SMS requirements;
iii. SMS processes and procedures;
iv. Accountabilities, responsibilities and authorities for SMS processes and procedures;
and
v. SMS outputs.
3. The organization shall develop and maintain an SMS manual as part of its SMS
documentation.
Note 1: To gauge appropriateness, the SMS documentation should be readily available to ALL
personnel.
Note 2: To determine effectiveness, there should be evidence that the SMS documentation is
regularly reviewed and updated and the documentation should provide evidence that
safety objectives are being met.
Note3: The SMSM may be a chapter in the operations manual.
3.2.2 Safety Risk Management
a. Hazard Identification
1. The organization shall develop and maintain a formal process that ensures that hazards in
operations are identified.
Note: A safety-risk profile should be developed to design the SMS. The profile is documented
and becomes a foundation for the SMS, which is updated periodically after the SMS is
implemented. See “SMS Guidance Manual” Section 9.2, in the SMS Toolkit.
2. Hazard identification shall be based on a combination of reactive, proactive and

predictive methods of safety data collection.
Note 1: To gauge appropriateness, 1) there should be a reporting system to capture errors,

hazards and near misses that is simple to use and accessible to all personnel; and 2)
there should be a procedure to review hazards/risks from external reports.
Note 2: To determine effectiveness, 1) hazards, errors, near misses, and audit findings should be
identified and reported throughout the organization; 2) employees should be confident
they can report apparent safety deficiencies without retribution; and 3) there should be a
procedure for periodic review of existing risk analysis records.

b. Safety Risk Assessment and Mitigation
The organization shall develop and maintain a formal process that ensures analysis, assessment and
control of the safety risks in operations.
Note 1: To gauge appropriateness: 1) the accountable executive and management team should
have visibility of medium and high risks and their controls; and 2) the Ops Manual
should contain controls derived as a result of the risk assessment and mitigation process.
Note 2: To determine effectiveness, training programs should highlight safety critical issues
identified in the hazard risk analysis process.
3.2.3 Safety Assurance
a. Safety Performance Monitoring and Measurement
1. The organization shall develop and maintain the means to verify the safety performance
of the organization and to validate the effectiveness of safety risks controls.
2. The safety performance of the organization shall be verified in reference to the safety
performance indicators and safety performance targets of the SMS.
Note 1: To gauge appropriateness: 1) safety performance indicators (SPIs) should be established

and appropriate to the type of operation and supported by measurable data that can be
analyzed for trends; 2) the SPIs should include lower-consequence indicators (see
terminology in Appendix A); and 3) the data related to SPIs should be analyzed and trend
information should be computed.
Note 2: To determine effectiveness: 1) SPI safety data should trend toward safety targets, and 2)
the operator should have a documented record of analyzing safety data trends related to
SPIs and making informed decisions from this data.
b. The Management of Change
The organization shall develop and maintain a process to identify changes which may affect the
level of safety risks associated with its services and to identify and manage the safety risks that may
arise from those changes.
Note 1: To gauge appropriateness: 1) stakeholders should be involved in the change management

process; and 2) changes to critical documents should be communicated throughout the
organization.
Note 2: To determine effectiveness: 1) the organization should use the SMS to proactively assess
all major changes to the organization and its operations; and 2) there should be evidence
that documents, manuals, and checklists have been updated in a timely manner.
c. Continuous Improvement of the SMS
The organization shall develop and maintain a formal process to identify the causes of sub-standard
performance of the SMS, determine the implications of sub-standard performance of the SMS in
operations, and eliminate or mitigate such causes.

Note 1: To gauge appropriateness, there should be an internal audit program and a follow-up
procedure to address audit findings. The internal audit should be comprehensive and
include a review of training records for all personnel.
Note 2: To determine effectiveness, there should be evidence of improvements to policies,

procedures, and/or processes based on internal audit findings.
Note 3: Information on internal Safety Culture assessments is contained in the IBAC SMS
Toolkit.
3.2.4 Safety Promotion
a. Training and Education
1. The organization shall develop and maintain a safety training programme that ensures
that personnel are trained and competent to perform their SMS related duties.
2. The scope of the safety training shall be appropriate to each individual’s involvement in
the SMS.
Note 1: To gauge appropriateness, training should include human and organizational factors
with the intent of reducing human error.
Note 2: To determine effectiveness: 1) there should be evidence that all personnel involved in
SMS operations have undergone appropriate SMS training; and 2) executives, managers,
and staff should be capable of performing their roles to proactively manage safety.
b. Safety Communication
The organization shall develop and maintain formal means for safety communication that:
1. Ensures personnel are aware of the SMS to a degree commensurate with their positions;
2. Conveys safety-critical information;
3. Explains why particular safety actions are taken; and
4. Explains why safety procedures are introduced or changed.
Note 1: To gauge appropriateness, significant events and investigation outcomes from internal
and external sources should be communicated to all personnel.
Note 2: To determine effectiveness: 1) there should be evidence that all personnel are aware of
the SMS, safety critical information, and their role in respect of aviation safety; and 2)
there should be consistent feedback to encourage the future participation of employees.
3.3 Compliance Monitoring
Each aircraft operator must establish and maintain a system for identifying applicable regulations,
standards, approvals and exemptions and demonstrating compliance with them.
Note 1: As the IS-BAO has been developed to meet the requirements of ICAO Annex 6 Part II
Operation of Aircraft – International General Aviation – Aeroplanes and Annex Part III

Section III Operation of Aircraft – International General Aviation – Helicopters, such

compliance monitoring is important for operators conducting commercial operations and
for operators where the rules of the State of Registry may contain provisions that are more
demanding than Annex 6 Part II.
Note 2: Guidance material on compliance monitoring systems in contained in the SMS Toolkit.
3.4 Flight Data Analysis (FDA)
It is recommended that operators establish and maintain a flight data analysis programme as
part of a safety management system.
Note 1: Flight data analysis programs are also known as corporate flight operational quality
assurance (C-FOQA) programs.
Note2: The FDA program should be an integral part of the operator’s SMS. For information on
implementing a FDA program go to http://www.ibac.org/Files/is-bao/FDAP.pdf

An International Standard for Chapter 4.0 Organization &
Business Aircraft Operations Personnel Requirements
4. Organization and Personnel Requirements

4.1 Organization and Personnel
4.1.1 An organization shall be staffed by qualified, competent and effective management and line
personnel to ensure the safe and efficient operation of the organization. An operator shall have an
organization structure that clearly defines qualifications, duties, authorities and accountabilities
and that is staffed by qualified managerial and operating personnel who are capable of effectively
carrying out the identified duties. The minimum management personnel are:
a. a person having overall management responsibilities for the flight operation (such as a “Flight
Department Manager” or “Director of Operations”),
b. a person responsible for managing the flying operations (such as a “Chief Pilot/Operations
Manager”), and
c. a person responsible for managing aircraft maintenance.
In the case of a small operation one person may occupy, or perform the functions of, two or more
of the positions.
Note: While the ICAO definition of maintenance includes both the performance of maintenance
and the tasks required to ensure the continuing airworthiness of an aircraft the European
rules differentiate between the two activities. Hence, for operators of large aeroplanes
(maximum certificated take-off mass in excess of 5 700 kg or multi-engine helicopters), or
any aircraft performing commercial air transport or aerial work who fall under EASA
rules,, the organisation may need to be approved for the maintenance (MRO) and
continuing airworthiness management (CAMO) or may contract such approved
organisations under certain conditions.
4.1.2 Where the organization has more than one operating base the management structure must address
the exercise of the above responsibilities at all locations.
Note: IG 4.1 contains a recommended organization structure and the associated duties and
responsibilities for management personnel. The IG also includes responsibilities and
qualifications for a safety officer.
4.2 Aircraft Crew Member Duties and Responsibilities
4.2.1 The minimum aircraft crew shall consist of the number of qualified flight crew as specified in the
aircraft flight manual or other documents associated with the certificate of airworthiness. The
minimum number of cabin crew members shall be in accordance with national requirements.
4.2.2 An operator shall designate a pilot-in-command for each flight and, where the crew includes two
pilots, a second-in-command.
4.2.3 The pilot-in-command shall be responsible for the operation, safety and security of the aircraft
and the safety of all crew members, passengers and cargo on board. Specific duties and
responsibilities shall include:
a. ensuring that a flight will not be commenced if a flight crew member is incapacitated from
performing duties by any cause such as injury, sickness, fatigue, or the effects of any
psychoactive substance,

b. ensuring that the flight will not be continued beyond the nearest suitable aerodrome or
heliport1, when a flight crew member’s capacity to perform functions is significantly reduced
by impairment of faculties from causes such as fatigue, sickness or lack of oxygen,
c. responsibility for operational control. An operator shall describe the operational control
system in the operations manual and identify the roles and responsibilities of those involved
with the system,
d. responsibility for the security of the aircraft during its operation,
e. checking and assessing weather and all applicable NOTAMs where available,
f. determining fuel, oil and oxygen requirements,
g. determining the aircraft weight/mass and balance limits,
h. ensuring that all flight planning requirements have been met,
i. ensuring that the aircraft is airworthy, duly registered and that the documentation and
operational information specified in section 8.3.1 are on board the aircraft.
j. completing an aircraft pre-flight inspection as per the aircraft flight manual, before each
departure,
k. briefing the passengers in accordance with the requirements specified in section 6.11,
l. operating the aircraft in accordance with operator procedures and aircraft limitations,
m. completing all post flight duties as specified in the company operations manual, recording
flight times and aircraft defects,
n. notifying the nearest appropriate authority by the quickest available means of any accident
involving the aircraft, resulting in serious injury or death of any person or substantial damage
to the aircraft or property,
o. ensuring that a suspected communicable disease is reported promptly to air traffic control, in
order to facilitate provision for the presence of any special medical personnel and equipment
necessary for the management of public health risks on arrival,
p. submitting a report to the designated local authority following an act of unlawful interference,
q. completing the journey log book or the general declaration, and
Note: By virtue of Resolution A10-36 of the Tenth Session of the Assembly (Caracas, June–July
1956) “the General Declaration, [described in Annex 9] when prepared so as to contain all
the information required by Article 34 [of the Convention on International Civil Aviation]
with respect to the journey log book, may be considered to be an acceptable form of
journey log book”.
r. as soon as possible, report to the appropriate air traffic services (ATS) unit any hazardous
weather or flight conditions encountered that are likely to affect the safety of other aircraft.
4.2.4 The second-in-command, when required, reports to the pilot-in-command and will carry out any
duties delegated by that person.
4.2.5 Cabin crew and other crew members assigned to perform duties on board, are responsible to the
pilot-in-command to carry out specified safety duties in the event of an on-board emergency. The
requirement for cabin crew for each type of aircraft shall be determined by the operator, and in
accordance with national regulations, based on seating capacity or the number of passengers
carried, in order to effect a safe and expeditious evacuation of the aircraft, and the necessary
1
Heliports may include temporary landing sites or operating areas.

functions to be performed in an emergency or a situation requiring emergency evacuation. The

operator shall assign these functions for each type of aircraft.
4.3 Crew Member Qualification
4.3.1 An operator shall ensure that:

a. the flight crew of an aircraft:
i. holds the licence, medical certificate and ratings (including radiotelephony licence unless
it is included in the pilot licence) required by national regulations,
ii. meets all recency requirements of the national regulations,
iii. meets the licence, medical and rating requirements specified in ICAO Annex 1 when
operations are conducted outside of the national airspace of the State of issue of the flight
crew licence,
iv. has fulfilled the requirements of the operator's ground and flight training programme
referred to in sections 5.1, 5.2, 5.3 and 5.4,
v. have successfully completed the proficiency requirements specified in section 5.5 for that
type of aircraft, and
vi. can demonstrate the capability to speak and understand the language used for
aeronautical radiotelephony communications as specified in ICAO Annex 1;
b. each cabin crew member has fulfilled the requirements of the national regulations and the
operator's ground and flight training programme referred to in sections 5.1, 5.2 and 5.3, and
recommended in section 5.4; and
c. each crew member or task specialist, other than a flight crew member or a cabin crew
member, who is assigned duties on board an aircraft during flight time has fulfilled the
requirements of the operator's ground and flight training programme referred to in section
5.1.
4.3.2.A It is recommended that where it is the operator’s practice to normally fly two crew aeroplanes
from the left seat, that the operator establish right seat landing and take-off recency/training
and recency requirement for pilots.
4.3.2.H It is recommended that where it is the operator’s practice to normally fly two crew helicopters
from the right seat, that the operator establish left seat landing and take-off recency/training
and recency requirement for pilots.
4.4 Maintenance Personnel Qualifications
4.4.1 Aircraft maintenance personnel shall hold a licence and ratings as specified in the State of
Registry or State of Operator’s regulations that are appropriate for the aircraft on which the
person does work. Other qualifications and recency requirements are contained in Chapter 9.0,
Aircraft Maintenance Requirements and IG 9.1. Training requirements are contained in Chapter
5.0, Training and Proficiency.
4.5 Other Personnel
4.5.1 Depending on the size and functions, a number of other personnel specialities may be required to
ensure the proper performance of the organization. These specialties may include flight
operations schedulers or dispatchers, helicopter ground support personnel, security personnel,
administrative personnel, hangar maintenance and line service personnel. Additionally, the

operation may include personnel (medical providers, operators of specialized equipment, news
reporters, etc.) that are not employees of the operator but perform duties that are essential to the
operation. The duties, authorities, and responsibilities for other personnel shall be described
within the company operations manual. All personnel shall be trained commensurate with their
duties and responsibilities.
Note: Sample position descriptions may be found in IG 4.1. For operators with dedicated
scheduler/dispatcher functions, see the IG for example qualifications and duties.
4.6 Use of Psychoactive Substances
4.6.1 It is recommended that operators develop policies on the use of psychoactive substances to
ensure that holders of licences do not exercise the privileges of their licences and other personnel
do not undertake safety related duties while under the influence of any psychoactive substance
which might render them unable to safely and properly exercise their licence privileges or carry
out their safety related duties.
4.6.2 It is recommended that these policies also address any problematic use of substances.
Note: Psychoactive substances include alcohol, opioids, cannabinoids, sedatives and hypnotics,
cocaine, other psychostimulants, hallucinogens, and volatile solvents, whereas coffee and
tobacco are excluded.
4.7 Mobile Phones and other Portable Electronic Devices (PED)
It is recommended that the operator provide guidance on the use of mobile phones and PED for
all personnel, including critical phases of flight and ground operations, operating vehicles, and
maintenance work.
4.8 Reserved
4.9 Supplemental Lift/Additional Air Transport Capacity
4.9.1 The operator should have a process to ensure that any operator contracted for additional air
transport capacity is qualified and competent to perform operations safely and effectively.
(Recommended Practice)

Business Aircraft Operations Training and Proficiency
5. Training and Proficiency

5.1 Training Programmes
5.1.1 Crew members must maintain a level of proficiency that will ensure their ability to operate the
aircraft and cope with emergency situations. The operator shall establish and maintain a training
programme that is designed to ensure that a person who receives training acquires the competence
to perform their assigned duties. The training program shall include initial and recurrent training
and include all equipment installed on the aircraft that the crew member flies.
Note: Additional guidance material on development of training and proficiency programs is

contained in IG 5.1. Also, the NBAA Prototypical Business Aviation Safety Program
Manual and related attachments that can be found at
http://web.nbaa.org/public/ops/safety/manual may provide operators with assistance.
5.1.2 An operator shall ensure that ground and flight training programmes have been established, either
through an internal programme or through a training service provider, and shall include or make
reference to, a course outline for those training programmes in its operations manual.
5.1.3 The operator's ground and flight training programme shall include:
a. for flight crew members:

i. initial and annual aircraft type and systems training including emergency and abnormal
procedures related to the aircraft category and type,
ii. initial and every two years thereafter:
A. aircraft surface contamination training, and
B. dangerous goods training, (see section 14.1.3)
iii. upgrading training, and
iv. it is recommended that operators that do not use cabin crew members provide periodic
first aid training for flight crew member;
b. for cabin crew members:

i. initial and annual aircraft specific cabin systems training, and
ii. initial and every two years thereafter:
A. first aid training,
B. aircraft surface contamination training, and
C. dangerous goods training; (see section 14.1.3)
c. initial and recurrent training for other personnel and task specialists (such as loadmasters,
stewards, HEMS medical teams, observers, etc.) who are assigned to perform duties on board
an aircraft during flight time or provide operational ground support;
d. initial and recurrent training for schedulers and dispatchers; and

e. any other training required to ensure a safe operation.
Note: Such training, as applicable to the individual operation, may include:
i. CAT II and CAT III operations,

ii. RVSM, PBN, RNP operations,

iii. MEL procedures,
iv. FSF: Approach and Landing Accident Reduction,
v. aircraft upset recovery, (Note - This can be done in most modern flight simulators),
vi. dynamic rollover, loss of tail rotor effectiveness and vortex ring for helicopters,
vii. specialized mission training where applicable,
viii. international airspace operations,
ix. aircraft servicing and ground handling,
x. EFIS, FMS, ACAS and HGS,
xi. signalling procedures for aircraft marshallers, and
xii. items included in 5.1.6.d.
5.1.4 No emergency or abnormal situations shall be simulated during flight when passengers are being
carried.
5.1.5 It is recommended that flight simulators be used for flight training to the maximum degree
practicable. Industry best practices are to use flight simulators for initial and annual recurrent
training.
5.1.6 Maintenance Personnel Training Program

a. An operator shall establish and maintain training programmes that are designed to ensure that
all maintenance personnel have the competencies appropriate to the levels of maintenance
performed and the frequency with which the maintenance is performed.
b. An operator shall ensure that the training programmes have been established, either through
an internal programme, an aircraft manufacturer or a training service provider, and include or
make reference in the Company Operations Manual to a training course outline for those
training programmes.
c. The training programme should include other subjects such as:
i. operator policies and procedures;
ii. computer skills and software applications used by the organization;
iii. interpersonal skills;
iv. human factors;
v. leadership and teamwork;
vi. HAZMAT;
vii. MEL procedures;
viii. safety procedures, and
ix. safety risk management.
d. It is recommended that persons who hold maintenance release authority undertake recurrent
training at least every two years on any aircraft group, type or system for which they exercise
that authority.
5.2 Human Factors (HF) and Crew Resource Management (CRM) Training
5.2.1 The operator's training program shall ensure that all aircraft crew members are trained in CRM
principles.

5.2.2 Schedulers, dispatchers, maintenance personnel and all others connected with the operation
should receive HF training. (Recommended Practice)
5.2.3 Recurrent CRM and HF training should be provided at least every 24 month, as applicable, to all
personnel. (Recommended Practice)
Note: Information on CRM and Human Factors training can be found in the IG.
5.3 Emergency Procedures Training
5.3.1 Aircraft Type and Equipment
a. Emergency procedures training for each type of aircraft is required for all aircraft crew
members and shall include instruction on the location and operation of all emergency
equipment.
b. The initial and recurrent training programme shall include training to competency for all
emergency and life-saving equipment installed, as well as drills in the emergency evacuation of
the aircraft.
c. Emergency procedures recurrent training shall be accomplished at least every 24 months.
Note: See IG 5.3.1 for information on emergency procedures training.
5.3.1.1 It is recommended, particularly for aircraft without cabin attendants, that passengers that fly
frequently receive emergency procedures training. (Recommended Practice)
Note: See IG 5.3 for information on Cabin Crew safety procedures training.
5.3.2 RESERVED
5.3.3H It is recommended that helicopter underwater escape training (HUET) be provided to personnel
involved in over water helicopter operations in hostile environmental conditions. (Recommended
Practice)
5.4 High Altitude Training
5.4.1 High altitude training is required for all flight crew members operating aircraft above 10,000 ft.
ASL and is recommended for other crew members. It shall cover at least the following:
a. physiological phenomena in a low pressure environment, including:
i. respiration,
ii. hypoxia,
iii. duration of consciousness at altitude without supplemental oxygen, and
iv. gas expansion and gas bubble formation; and
b. for pressurized aircraft phenomena associated with rapid or explosive loss of pressurization
including:
i. most likely causes,
ii. noise,
iii. cabin temperature change,

iv. cabin fogging,

v. effects on objects located near the point of fuselage failure, and
vi. actions of flight crew members immediately following the event and the likely resultant
attitude.
Note: While the specified requirements do not include altitude chamber training, it is recognized
that it is very beneficial to pilots in assisting them to understand their individual symptoms
of hypoxia and the physiological impact of sudden decompression. Altitude chamber
training is available from a variety of sources such as flight training schools, military
establishments or hospitals, and it is encouraged early in the career of business aviation
pilots.
Note: Hypoxia awareness training is also available from training service providers through the
use of mixed gas devices, or through normobaric technology that simulates an oxygen
deficient environment.
5.4.2 It is recommended that high altitude training items that are pertinent to the aircraft type be
covered during initial aircraft type training.
5.5 Proficiency Certification
5.5.1 National civil aviation regulations vary in the requirements and processes for proficiency
certification for aircraft crew members. Operators must ensure that personnel meet national
proficiency requirements and shall have processes to ensure that the training objectives for all
crewmember training courses required by the national civil aviation authority are met.
5.5.2 The Chief Pilot/Operations Manager is responsible for the proficiency of pilots and for ensuring
that the proficiency is certified through a pilot proficiency check (PPC) conducted:
a. at the conclusion of initial aircraft type training, and
b. at a minimum of every 24 calendar months thereafter.
5.5.3 Such pilot proficiency checks shall be conducted by:

a. an approved national civil aviation pilot examiner, e.g. Type Rating Testing Officer,
b. a company check pilot approved or designated, by the State civil aviation authority,
c. a pilot examiner that holds approval authority from an ICAO Contracting State, or
d. the Chief Pilot/Operations Manager.
Pilot proficiency may also be certified by training to proficiency using the same standard.
Note: Most States have specific test standards for conducting pilot proficiency checks. In the
absence of specific test standards, a range of practical test standards that operators may
use to conduct a PPC or for training to proficiency can be downloaded from the following
civil aviation authority web sites:
FAA Practical Test Standards
UK CAA Flight Crew Standards Documents

5.6 Training and Qualification Records
5.6.1 An operator shall meet the national requirements for training records and at least for each person
who is required to receive training, establish and maintain a record of:
a. the person's name and, where applicable, personnel licence number, type and ratings;
b. if applicable, the person's medical category and the expiry date of that category;
c. the dates on which the person successfully completed any required training, pilot proficiency
check or examination;
d. information relating to any failure of the person to successfully complete any required
training, pilot proficiency check or to obtain any required qualification; and
e. the type of aircraft or flight training equipment used for any training, pilot proficiency check
or required qualification.
5.6.2 An operator shall retain these records and copies of pilot proficiency checks, or ensure that they
are retained by the training service provider, for at least three years. The results of the most
recent written examination completed by each pilot for each type of aircraft for which the pilot
has a qualification shall also be retained.
5.6.3 The operator shall maintain training records for all members of the organization.
Note: Given technological capabilities, electronic records for training, as well as other purposes,
may be most effective. In such cases, operators may wish to consider procedures to
protect their integrity and make them verifiable.

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Business Aircraft Operations Flight Operations
6. Flight Operations
6.1 Standard Operating Procedures
6.1.1 Standard operating procedures (SOPs) are the foundation of effective crew coordination and a
key component of crew resource management and threat and error management (CRM/TEM).
a. Accordingly, operators of aircraft with two or more crew members shall establish and
maintain a SOP for each type of aircraft operated that enable the crew members to operate the
aircraft effectively and within the limitations specified in the aircraft flight manual.
b. Operators of single pilot aircraft shall establish and maintain an SOP for each type of aircraft
operated that enables the pilot to operate the aircraft effectively and within the limitations
specified in the aircraft flight manual.
Note 1: The Single Pilot Supplement contained in Appendix B provides guidance on SOPs for
single pilot aircraft.
Note 2: SOPs are also included in the helicopter specific mission standards.
6.1.2 An operator that has established SOPs for an aircraft shall ensure that all crew members are
trained in their use and that they are used by the crew members.
6.1.3 A copy of the SOP shall be issued to each aircraft crewmember.
6.1.4 A copy of the SOP shall be carried on board the aircraft when it is operated more than 25 nm
from home base.
Note 1: IG 6.1 provides an acceptable means of conformance with this standard. Also, the NBAA
provides comprehensive guidance material on standard operating procedures for both
fixed and rotary wing aircraft. It can be found in the NBAA website at
https://www.nbaa.org/admin/sms/safety-best-practices/.
Note 2: The HAI has produced mission specific standards that include SOPs. Information on
these mission specific standards can be found at: http://www.rotor.com/.
Note 3: Runway incursions have sometimes led to serious accidents with significant loss of life.
Although they are not a new problem, runway incursions have been on the rise along
with increasing air traffic. This issue is addressed in ICAO Doc 9870 Manual for
Preventing Runway Incursions and excerpts from the Manual are contained in IG 6.1.
Operators are encouraged to incorporate runway incursion prevention procedures in
their SOPs.
6.2 Flight Planning and Pre-Flight Requirements
6.2.1 General
6.2.1.1 Before commencing a flight or series of flights, the pilot-in-command of an aircraft shall be
familiar with the available flight information that is appropriate to the intended flight. The pilot-
in-command shall not commence a flight unless it has been ascertained that the facilities available
and directly required for such flight and for the safe operation of the aircraft are adequate,
including communication facilities and navigation aids.

Note: Information for pilots on flight procedure parameters and operational procedures is
contained in PANS-OPS, Volume I. Criteria for the construction of visual and instrument
flight procedures are contained in PANS-OPS, Volume II. Obstacle clearance criteria and
procedures used in certain States may differ from PANS-OPS, and knowledge of these
differences is important for safety reasons.
6.2.1.2 Before commencing a flight or series of flights, the pilot-in-command shall be familiar with all
available meteorological information appropriate to the intended flight. Preparation for every
flight shall include:
a. a review of available current weather reports and forecasts; and
b. the planning of an alternative course of action to provide for the eventuality that the flight
cannot be completed as planned, because of weather conditions.
6.2.2 VFR Flight
A flight to be conducted in accordance with visual flight rules shall not be commenced unless
current meteorological reports or a combination of current reports and forecasts indicate that the
meteorological conditions along the route or that part of the route to be flown under the visual
flight rules will, at the appropriate time, be such as to enable compliance with these rules.
6.2.3 IFR Flight
The operator shall establish procedures to ensure that:
a. A flight to be conducted in accordance with the instrument flight rules shall not be
commenced unless the available information indicates that conditions, at the aerodrome or
heliport1, of intended landing or at least one destination alternate will, at the estimated time of
use, be at or above the aerodrome or heliport operating minima.
b. A take-off alternate aerodrome/heliport shall be selected and specified in the flight plan if the
weather conditions at the aerodrome/heliport of departure are at or below the applicable
operating minima or it would not be possible to return to the point of departure for other
reasons.
c. For an aerodrome/heliport to be selected as a take-off alternate the available information shall

indicate that, at the estimated time of use, the conditions will be at or above the applicable
operating minima for that operation.
Note 1: The State of Registry establishes criteria to be used for the estimated time of use of an
aerodrome including a margin of time.
Note 2: A widely accepted time margin for “estimated time of use” is one hour before and after
the earliest and latest time of arrival.
Note 3: Additional considerations can be found in the Flight Planning and Fuel Management
Manual (Doc 9976).
1
Heliports may include temporary landing sites or operating areas.

6.2.4 Destination Alternate Aerodrome
6.2.4.1 For a flight to be conducted in accordance with the instrument flight rules, at least one destination
alternate aerodrome or heliport, shall be selected and specified in the flight plan, unless:
a. the duration of the flight and the meteorological conditions prevailing are such that there is
reasonable certainty that, at the estimated time of use at the aerodrome or heliport, of
intended landing, and for a reasonable period before and after such time, the approach and
landing may be made under visual meteorological conditions; or
b. the aerodrome or heliport, of intended landing is isolated and there is no suitable destination
alternate aerodrome; and
i. an instrument approach procedure is prescribed for the aerodrome or heliport of intended
landing; and
ii. a point of no return has been determined and the flight is not be continued past this point
unless available current meteorological information indicates that the following
meteorological conditions will exist at the estimate time of use:
A. a cloud base of at least 300 m (1,000 ft) above the minimum associated with the
instrument approach procedure, and
B. visibility of at least 5.5 km (3 miles) or of 4 km (2 miles) more than the minimum
associated with the procedure.
6.2.4.2A At least one destination alternate aerodrome should be selected and specified in the flight plan
if the destination aerodrome has only one usable runway with an operational instrument
approach procedure at the estimated time of use. (Recommended Practice)
6.2.5A Fuel Requirements (aeroplanes)
6.2.5.1 An operator shall establish policies and procedures to ensure that the aeroplane carries sufficient
fuel to safely complete each flight and land with the planned final reserve fuel.
6.2.5.2 The operator shall have a process to ensure the computed final reserve fuel meets both the state of
registry and state of operations requirements taking into account possible more conservative
values of the applicable requirements specified in ICAO Annex 6 Part II or Annex 6 Part III .
6.2.5.3 It is recommended that operators determine one final reserve fuel value for each aeroplane type
and variant in their fleet rounded up to an easily recalled figure. (Recommended Practice)
6.2.5.4 The pilot-in-command shall continually ensure that the amount of usable fuel remaining on board
is not less than the fuel required to proceed to an aerodrome where a safe landing can be made
with the planned final reserve fuel remaining upon landing.
6.2.5.5 The pilot-in-command shall advise ATC of a minimum fuel state by declaring MINIMUM
FUEL when, having committed to land at a specific aerodrome, the pilot calculates that any
change to the existing clearance to that aerodrome may result in landing with less than planned
final reserve fuel.
6.2.5.6 The pilot-in-command shall declare a situation of fuel emergency by broadcasting MAYDAY
MAYDAY MAYDAY FUEL, when the calculated usable fuel predicted to be available upon
landing at the nearest aerodrome where a safe landing can be made is less than the planned final
reserve fuel.
Note: Extensive fuel planning information is included in the IG.

6.2.5H Fuel and Oil Supply Requirements (helicopters)
6.2.5.1 A flight shall not be commenced unless, taking into account both the meteorological conditions
and any delays that are expected in flight, the helicopter carries sufficient fuel and oil to ensure
that it can safely complete the flight. In addition, a reserve shall be carried to provide for
contingencies.
6.2.5.2 VFR operations. The fuel and oil carried in order to comply with 6.2.5.1 shall, in the case of
VFR operations, be at least the amount sufficient to allow the helicopter:
a. to fly to the heliport to which the flight is planned;
b. to fly thereafter for a period of 20 minutes at best-range speed; and
c. to have an additional amount of fuel, sufficient to provide for the increased consumption on
the occurrence of any of the potential contingencies specified by the operator to the
satisfaction of the State of the Operator.
6.2.5.3 IFR operations. The fuel and oil carried in order to comply with 6.2.5.1 shall, in the case of IFR
operations, be at least the amount sufficient to allow the helicopter:
a. When an alternate is not required, to fly to the heliport to which the flight is planned, and
thereafter:
i to fly 30 minutes at holding speed at 450 m (1 500 ft) above the destination heliport
under standard temperature conditions and approach and land; and
ii to have an additional amount of fuel, sufficient to provide for the increased consumption
on the occurrence of potential contingencies.
b. When an alternate is required, to fly to and execute an approach, and a missed approach,
at the heliport to which the flight is planned, and thereafter:
i to fly to the alternate specified in the flight plan; and then
ii to fly for 30 minutes at holding speed at 450 m (1 500 ft) above the alternate under
standard temperature conditions, and approach and land; and
iii to have an additional amount of fuel, sufficient to provide for the increased consumption
on the occurrence of potential contingencies.
c. When no alternate is required, sufficient fuel shall be carried to enable the helicopter to fly
to the destination to which the flight is planned and thereafter for a period that will, based on
geographic and environmental considerations, enable a safe landing to be made.
d. In computing the fuel and oil required in 6.2.5.1 at least the following shall be considered:
i meteorological conditions forecast;
ii expected air traffic control routings and traffic delays;
iii for IFR flight, one instrument approach at the destination heliport, including a missed
approach;
iv the procedures prescribed in the operations manual for loss of pressurization, where
applicable, or failure of one engine while en route; and
v any other conditions that may delay the landing of the helicopter or increase fuel and/or
oil consumption.
Note: Specific State requirements may vary in the application of this requirement. Operators
must meet the specific requirements of the State of Registry and the State in which the
operation is being conducted.
6.2.6 Oxygen Supply Requirements

The operator shall have a procedure to ensure that a flight is not commenced unless a sufficient
quantity of stored breathing oxygen is carried to supply all crew members and passengers in
accordance with the national regulations of the State of Registry.
6.2.7A Extended Diversion Time Operations (EDTO)
It is recommended that operators of turbine powered multi-engine airplanes used in extended

diversion time operations (EDTO) over water or Polar regions, develop operational and
maintenance procedures for those operations. Extended diversion time operations are described
in ICAO Annex 6 Part 1, Section 4.
Note: See AC 120-42B (Part 121) and AC 135.42 (part 135) for information published by the
FAA on extended range operations.
6.2.8 Aircraft Performance
In applying the Standards of this section, account shall be taken of all factors that significantly
affect the performance of the aircraft (such as: mass, operating procedures, the pressure altitude
appropriate to the elevation of the aerodrome or heliport, temperature, wind and considerations
such as:
a. for landplanes - runway gradient and condition of runway, i.e. presence of slush, water and/or
ice,
b. for seaplanes - water surface condition, and
c. for helicopters sand, gravel, snow or ice on the operating surface.
Such factors shall be taken into account directly as operational parameters or indirectly by means
of allowances or margins, which may be provided in the scheduling of performance data or in the
comprehensive and detailed code of performance in accordance with which the aircraft is being
operated.
6.2.8.1 An aircraft shall be operated in compliance with the terms of its certificate of airworthiness and
within the approved operating limitations contained in its flight manual.
6.2.8.2 The pilot-in-command shall determine that aircraft performance will permit the take-off and
departure to be carried out safely.
6.2.8.3A Aeroplanes - All multi-engine turbojet-powered aeroplanes or those with a maximum takeoff
mass exceeding 5 700 kg. shall conform to the following standards:
a. Take-off. The aeroplane shall be able, in the event of a critical power-unit failing at any point
in the take-off, either to discontinue the take-off and stop within either the accelerate-stop
distance available or the runway available, or to continue the take-off and clear all obstacles
along the flight path by an adequate margin until the aeroplane is in a position to comply with
6.2.8.3.b.
Note - “An adequate margin” referred to in this provision is illustrated by examples included in
Attachment C to ICAO Annex 6, Part I.
i. In determining the length of the runway available, account shall be taken of the loss, if
any, of runway length due to alignment of the aeroplane prior to take-off.

b. En-route - one power-unit inoperative. The aeroplane shall be able, in the event of the
critical engine becoming inoperative at any point along the route or planned diversions from,
to continue the flight to an aerodrome at which the Standard of 6.2.8.3.c. can be met, without
flying below the minimum obstacle clearance altitude at any point.
c. Landing. The aeroplane shall, at the aerodrome of intended landing and at any alternate
aerodrome, after clearing all obstacles in the approach path by a safe margin, be able to land,
with assurance that it can come to a stop or, for a seaplane, to a satisfactorily low speed,
within the landing distance available. Allowance shall be made for expected variations in the
approach and landing techniques, if such allowance has not been made in the scheduling of
performance data.
6.2.8.4H Single Engine Helicopters – An operator shall develop procedures to ensure that:
a. The risks related to potential power plant failures during take-off and while enroute and
landing are mitigated to an acceptable level by careful and continuous planning on the part of
the pilot.
b. Takeoff considerations include selecting multiple rejected take-off areas if possible.
c. Enroute and landing considerations include vigilance at all times for forced landing areas in
the event of a power plant failure.
d. For operations across water any additional hazards are identified and the associated risks are
managed.
6.2.8.5H Multi Engine Helicopters – An operator shall develop procedures to ensure that operations
are conducted in accordance with the Category A or B requirements specified in ICAO Annex 6
Part III as appropriate, and that considerations are applied so as to achieve a safe and successful
outcome to a critical power plant failure in the takeoff, enroute and landing phases.
6.2.9 Refuelling with Passengers On Board
An operator shall develop procedures to ensure that aircraft are not refuelled when passengers are
embarking, on board or disembarking unless:
a. all fuelling safety procedures are complied with,
b. the aircraft is attended by qualified personnel ready to initiate and direct an evacuation of the
aircraft by the most practical and expeditious means available
c. two-way communication is maintained by the aircraft’s intercom system or other suitable
means, between the ground crew supervising the refuelling and the qualified personnel on
board the aircraft.
Note 1: Additional precautions are required when refuelling with fuels other than aviation
kerosene or when refuelling results in a mixture of aviation kerosene with other aviation
turbine fuels, or when an open line is used.
Note 2: There may be airport restrictions on the use of radio communications during refuelling
operations.
Note 3:Helicopters should not be refuelled with passengers on board. A safety alert for
operators highlighting current guidance and best-practices for operators that
conduct fuelling with the engines running (hot fuelling) can be found at:
FAA SAFO Regarding Hot Refuelling or Chemical Loading.

6.2.10 Surface Contamination
An operator shall develop procedures to ensure that an aircraft does not take off or attempt to take
off, that has frost, ice, or snow adhering to any critical surface except that takeoff may be made
with frost under the wing in the area of the fuel tanks if such operations are conducted in
accordance with the aircraft manufactures instructions and are authorized by the civil aviation
authority.
6.3 Operational Control
6.3.1 An operator shall establish an operational control system that meets the needs of the operation
considering the complexity and area of operations. The system shall be described in the company
operations manual and may be a pilot self-dispatch system. The operational control system shall
a. identify the person responsible for release of the flight,
b. specify flight planning requirements, and
c. specify when the pilot must advise the operator of the aircraft’s departure and arrival and the
associated procedures.
6.3.2 The operational control system shall also include procedures for ensuring that:
a. all operating requirements specified in this standard have been met
b. the aircraft is operated within weight/mass and balance limits,
c. the names of persons on board the aircraft are recorded or otherwise known by the operator,
and
d. search and rescue authorities are notified on a timely basis should an aircraft be overdue or
missing.
Note: Procedure for notification of the operator as specified in 6.3.1.c and ensuring that search
and rescue authorities are notified as specified in 6.3.2.d should especially address flight
following considerations for VFR flights or situations where the IFR flight plan may be
cancelled prior to landing. This becomes increasingly important when the destination
aerodrome or heliport, is unattended or when no person is actively following the flight.
6.3.3 It is recommended that the operational control system also include procedures for ensuring that
the pilot-in-command has access to appropriate information concerning the search and rescue
services in the area over which the aircraft will be flown.
Note: This information may be made available to the pilot by means of the operations manual or
such other means as is considered appropriate to the type of operation and the nature of the
area to be overflown.
6.4 Weather Minima
6.4.1 The weather minima used for IFR departures and approaches shall be those specified in the
instrument approach procedures approved for use by the operator.
6.4.2 No take-off minima:

a. Operators shall specify a procedure in their operations manual for the determination of
take-off minima from runways or heliports, where no take-off minima are specified.
b. Such procedures shall include a risk analysis.

6.4.3 An operator shall not operate to or from an aerodrome or heliport, using operating minima lower
than those which may be established for that aerodrome or heliport, by the State in which it is
located, except with the specific approval of that State.
Note: See the IG for information regarding the use of HUD, EVS, SVS, CVS, and operational
credits.
6.4.4 A flight shall not be continued towards the aerodrome or heliport of intended landing unless the
latest available meteorological information indicates that conditions at that aerodrome, or
heliport, or at least one destination alternate aerodrome or heliport, will, at the estimated time of
arrival, be at or above the specified aerodrome or heliport, operating minima.
6.4.5 Aerodrome Operating Minima
a. Unless permitted by both the State of Registry and State of Operation, the operator shall
ensure that an instrument approach is not continued below 300 m (1000 ft) above the
aerodrome elevation or into the final approach segment unless the reported visibility or
controlling RVR is at or above the aerodrome operating minima.
Note: Criteria for the Final Approach Segment is contained in PANS-OPS (Doc 8168),
Volume II.
b. If, after entering the final approach segment or after descending below 300 m (1000 ft) above
the aerodrome/heliport elevation the reported visibility or controlling RVR falls below the
specified minimum, the approach may be continued to DA/H or MDA/H. In any case, an
aircraft shall not continue its approach-to-land beyond a point at which the limits of the
aerodrome/heliport operating minima would be infringed.
6.4.6 Reserved
6.4.7 A flight to be operated in known or expected icing conditions shall not be commenced unless the
aircraft is certificated and equipped to cope with such conditions.
6.4.8H VFR Helicopter Operations- Operators shall establish VFR weather limits for both day and night
operations that take into account the nature of the operations being conducted and the operating
environment.
Note: Regulatory minimum requirements established by the state may not be sufficient to support
a particular operation or be conducive of best and safe practices. Operators/owners have
the opportunity here to establish meaningful weather minimums to aid the pilot in
conducting safe operations.
6.5 All Weather Operations
6.5.1 An operator shall not permit an aircraft to conduct instrument approach or departures below
standard Category I weather minima unless all equipment, training and operating requirements
and regulatory requirements have been met.
6.5.2 An operator shall not permit an aircraft to conduct an instrument approach to Category II or III
approach minima unless the operator has authorization from the civil aviation authority in the

State of Registry and the authority of the State in which the CAT II or CAT III operations are
being conducted. The minimum requirements to conduct Category II or III operations are:
a. approved Category II or III operating procedures in the company operations manual,
b. flight crew that are trained and certified to conduct Category II or III instrument approaches,
c. aircraft that are equipped, approved and maintained for Category II or III operations.
Note: For additional guidance on Category II and III operations see:

Guidance on Category II operations and related requirements, including the installation
and approval of associated aircraft systems, may be found in FAA Advisory Circular 91-16,
Category II Operations-General Aviation Airplanes and Advisory Circular 120-29A,
Criteria for approval of Category I and Category II Weather Minima for Approach.
Guidance on Category III operations and related requirements may be found in FAA
Advisory Circular 120-28, Criteria for Approval of Category III Landing Weather Minima.
Guidance on Category II and III operations and related requirements may be found in EU -
OPS - Commercial Air Transportation (Aeroplanes) Subpart E – All Weather Operations,
and - JAA-Temporary Guidance Leaflet - 12 - All Weather Operations – General Aviation.
6.6 Communications, Navigation, and Surveillance (CNS) Requirements and Approvals
6.6.1 Prior to operations in airspace where specific CNS requirements exist such as Performance Based
Navigation (PBN) Specifications, Minimum Navigation Performance Specification (MNPS),
Reduced Vertical Separation Minimums (RVSM), Controller Pilot Data Link Communication
(CPDLC), or Automatic Dependent Surveillance (ADS) B/C, an operator shall have a process to
ensure that:
a. the aircraft and operator has been authorized by the State of Registry and, if required, the
State of Operations;
b. the aircraft meets the aircraft system and operational requirements for the operations
concerned; and
c. continuing RVSM height monitoring requirements have been met.
6.6.2 Flight Crew Authorization

a. Flight crews engaged in operations in airspace where specific CNS requirements apply (i.e.
PBN, RVSM, MNPS, CPDLC, ADS) shall be so authorized by an appropriately authorized
manager.
b. To be considered qualified to be so authorized, each flight crew member shall complete
training in the subject areas as required by the specific State authorizations and as necessary
to ensure competency in operations in such airspace.
c. Such authorizations shall be included in the pilot training records.
Note 1: For further information on Performance Based Navigation, operators should review
ICAO’s guidance at: http://www.icao.int/safety/pbn/Pages/default.aspx
Note 2: For information on global Communications, Navigation, and Surveillance systems

planning, operators should review ICAO Doc 9750, Global Air Navigation Plan at:

ICAO Doc 9750 Global Air Navigation Plan
6.7 Aircraft Operating Requirements
6.7.1 An operator is responsible for identifying and complying with all aircraft operating rules that the
operator is subject to, as required by the civil aviation authority of the State of Registry and the
States in whose airspace the operations are being conducted.
Note: Where State requirements deviate from ICAO SARPS, States are required to provide this
information to ICAO and it is published in the Supplements of the appropriate ICAO
documents. Experience has demonstrated that States do not always notify ICAO of such
deviations; therefore, the State AIPs should also be checked. Operators may be able to
obtain such a service from flight planning service providers.
6.8 Noise Certification and Abatement
6.8.1 An operator shall carry on board documentary proof attesting noise certification of the aircraft
when such a document has been issued.
6.8.2 An operator shall ensure that the aircraft adheres to all published noise abatement procedures
consistent with safety.
6.9 Aircraft Airworthiness
6.9.1 An operator shall ensure that aircraft are operated in accordance with their certificate of
airworthiness and any limitation thereof.
6.10 Use of Oxygen
6.10.1 Where an aircraft is operated at cabin-pressure-altitudes above 10,000 ft. (700 hPa) but not
exceeding 13,000 ft. (620 hPa) each crew member shall wear an oxygen mask and use
supplemental oxygen for any part of the flight at those altitudes that is more than 30 minutes in
duration.
6.10.2 Where an aircraft is operated at cabin-pressure-altitudes above 13,000 ft. (620 hPa) each person
on board the aircraft shall wear an oxygen mask and use supplemental oxygen for the duration of
the flight at those altitudes.
6.10.3 The pilot at the flight controls of an aircraft shall use an oxygen mask if:
a. the aircraft is not equipped with quick-donning oxygen masks, and
b. it is operated at or above FL 250.
6.10.4 It is recommended that the pilot at the flight controls of an aircraft shall use an oxygen mask if:
a. the aircraft is operated above FL 410, or
b. if one pilot leaves the flight deck for any reason above FL 350.
Note: Specific State requirements may vary in the application of this requirement. Operators
must meet the specific requirements of the State of Registry.

6.11 Passenger Safety Briefing
The pilot-in-command shall ensure that passengers are given a safety briefing appropriate to the
passenger's needs; and covers at least the items specified in this section as applicable for the type
of operation.
6.11.1 Normal Operations
a. Prior to loading passengers, the safest direction and most hazard-free route for passenger
movement to the aircraft and any dangers associated with the aircraft type such as pitot tube
locations, propellers, main and tail rotor blades, or engine intakes.
b. Prior to take-off:
i. when, where, why and how carry-on baggage is required to be stowed,
ii. the fastening, unfastening, tightening and general use of safety belts or safety/shoulder
harnesses,
iii. when seat backs must be secured in the upright position and seats and tables must be
stowed,
iv. the location and operation of emergency exits,
v. the location and use of the passenger oxygen system and masks,
vi. the location, purpose of, and advisability of reading the passenger safety briefing card,
vii. the requirement to obey crew instructions regarding safety belts and no smoking or fasten
seat belt signs and the location of these signs,
viii. the location of any emergency equipment the passenger may have a need for in an
emergency situation such as the Emergency Location Transmitter, fire extinguisher,
survival equipment (including the means to access if in a locked compartment), first aid
kit, life preserver or flotation device and life raft,
ix. the operator's procedures regarding the use of portable electronic devices, and
x. other considerations based on the configuration of the aircraft cabin and equipment.
c. After take-off, if not included in the pre take-off briefing:
i. on flights where smoking is permitted, when and where smoking is permitted on board
the aircraft, and
ii. the advisability of using safety-belts or safety/shoulder harnesses during flight.
d. In-flight when the "Fasten Seat Belt" sign has been turned on for reasons of turbulence:
i. when the use of seat belts is required, and
ii. the requirement to stow carry-on baggage.
e. Prior to passenger disembarking, the safest direction and most hazard-free route for passenger
movement away from the aircraft following deplaning; and any dangers associated with the
aircraft type such as pitot tube locations, propellers, main and tail rotor blades, or engine
intakes.
6.11.2 The standard safety briefing shall be performed for every flight except under the following
conditions:
a. regular/recurring passengers who are familiar with the aircraft, route and have repeated
exposure to that type of flight,
b. EMS operations where a passenger briefing may not be appropriate, or

c. other operations where the standard passenger briefing is not appropriate as determined by
the pilot in command.
6.11.3 Where the foregoing safety briefing is insufficient for a passenger because of that passenger's
physical, sensory or comprehension limitations or because that passenger is responsible for the
care of another person on board the aircraft, the pilot-in-command shall ensure that the passenger
is given an individual safety briefing that meets their individual needs.
6.11.4 Emergency Operations
The pilot-in-command shall ensure that, in the event of an emergency, where circumstances
permit, all passengers are given an emergency briefing covering the following items:
a. safety belts or safety/shoulder harnesses;
b. seat backs, seats and tables;
c. carry-on baggage;
d. passenger safety briefing cards;
e. brace position (when to assume, how long to remain) and considerations for side facing seats;
f. evacuation procedures;
g. if applicable, life preservers; flotation devices and life rafts; and
h. if applicable, evacuation procedures for an occupant of a child restraint system.
6.11.5 Passenger Safety Briefing Card
An operator shall ensure that a passenger safety briefing card is readily available to each
passenger that contains, in printed or pictographic form, information on at least the following
safety features of the aircraft:
a. the location and operation of emergency exits;
b. the location and use of the passenger oxygen system (when installed);
c. the location of life jackets and life rafts (when on board); and
d. the location of other emergency equipment on board the aircraft in accordance with State of
Registry requirements.
6.12 Use of Checklists
6.12.1 An operator shall establish a checklist for each type of aircraft that it operates and shall make the
checklist available to the crew members. The checklist shall cover normal, abnormal and
emergency operations and be consistent with the aircraft flight manual and related SOPs and shall
include an effective date or date of last revision.
6.12.2 Every crew member shall utilize these checklists in the performance of their assigned duties using
the methods required by the operator.
6.12.3 The operator shall ensure that flight crews comply with best practices for checklist execution.
Note: See the IG for information related to human factors and checklist design and usage.

6.13 Reserved
6.14 Travel Health Issues
6.14.1 It is recommended that operators engaged in international operations develop procedures for
assessment of public health risks at out of country destinations and a response plan should
passengers and/or crew be exposed to serious infectious disease or significant health risks.
Note: Information on public health issues and managing the associated risks is available on the
World Health Organization web site at http://www.who.int/en/, the IATA Health Website
and from national health authorities.
6.15 Seating Requirements
6.15.1 Flight Crew Members at Duty Stations
a. Take-off and landing. All flight crew members required to be on flight deck duty shall be at
their stations.
b. En route. All flight crew members required to be on flight deck duty shall remain at their
stations except when their absence is necessary for the performance of duties in connection
with the operation of the aeroplane or for physiological needs.
c. Seat belts. All flight crew members shall keep their seat belts fastened when at their stations.
d. Safety/shoulder harness. When safety/shoulder harnesses are provided, any flight crew
member occupying a pilot’s seat shall keep the safety/shoulder harness fastened during the
take-off and landing phases. All other flight crew members shall keep their safety/shoulder
harnesses fastened during the take-off and landing phases unless the shoulder straps interfere
with the performance of their duties, in which case the shoulder straps may be unfastened but
the seat belt must remain fastened.
Note: Safety/shoulder harness includes shoulder strap(s) and a seat belt which may be used
independently.
6.15.2 Each cabin crew member shall be seated with seat belt or, when provided, safety/shoulder harness
fastened during take-off and landing and whenever the pilot-in-command so directs.
6.15.3 During take-off and landing and whenever considered necessary, by reason of turbulence or any
emergency occurring during flight, all passengers on board an aircraft shall be secured in their
seats by means of the seat belts or harnesses provided.
6.16 Cabin Baggage
An operator shall specify procedures to ensure that all baggage carried onto an aircraft and taken
into the passenger cabin is adequately and securely stowed.
6.17 Microphones and Headsets
An operator shall ensure that flight crew members utilise headsets and communicate through
boom microphones to the maximum extent practical to ensure effective communications, and at
all times during critical phases of flight.
6.18A Personnel Qualified to Taxi Aeroplane

An operator shall have a procedure to ensure that an aeroplane is not taxied on the movement area of an
aerodrome unless the person at the controls is an appropriately qualified pilot or:
a. has been duly authorized by the operator;
b. is fully competent to taxi the aeroplane;
c. is qualified to use the radio if radio communications are required; and
d. has received instruction from a competent person in respect of aerodrome layout, and where
appropriate, information on routes, signs, marking, lights, ATC signals and instructions,
phraseology and procedures, and is able to conform to the operational standards required for
safe aeroplane movement at the aerodrome.
6.19H Helicopter Rotor Turning Under Power
6.19.1 An operator shall have a procedure to ensure that the helicopter rotor shall not be turned under
power for the purpose of flight without a qualified pilot at the controls.
6.19.2 The operator shall provide appropriately specific training and procedures to be followed for all
personnel, other than qualified pilots, who are likely to carry out the turning of a rotor under
power for purposes other than flight.
6.20 Maintenance Check Flights
Maintenance Check Flights present unique safety risks to the operator and must be managed
effectively. Therefore, the operator should ensure the flight crew and maintenance personnel are
properly trained to conduct such operations.
Note: Guidance regarding Maintenance Check Flights can be found in IBAC’s Safety
Management Library at http://www.ibac.org/Files/is-bao/FSF_Functional_Check_Flight.pdf.
6.21 Piloting Competency in Key Safety Areas (Recommended Practice)
The operator should establish procedures and training requirements to ensure each pilot
maintains competency in key safety areas such as:
a) Manual Flying Skills

b) Stabilized Approaches
c) Runway Excursion Prevention
d) Automation Management
e) Upset Recovery
6.22 Stabilized Approach
6.22.1 The operator shall define stabilized approach criteria and require the flight crew to execute a go-
around or missed-approach if the aircraft deviates outside these criteria.
6.22.2 The operator should establish policy to ensure flight crew utilize approaches with a constant
glide path to landing to the maximum degree practical. (Recommended Practice)

Business Aircraft Operations International Operations
7. International Operations
7.1 Sovereign and International Airspace
The territory of a State is deemed to be the land area and territorial waters adjacent thereto under
the sovereign protection of such State. The airspace above such land and water is sovereign
airspace. For the purpose of this chapter, all airspace outside the territory of a State is referred to
as international airspace which includes the sovereign airspace of other contracting States and the
airspace over the high seas.
a. The operator shall establish procedures to ensure that when operating in the sovereign airspace of
a State other than the State of Registry, the flight crew shall identify and apply the most
restrictive requirements regarding the State of Registry and the State where the operations are
being conducted.
b. The rules in force relating to flight and manoeuvre of aircraft when operating outside the airspace
of any sovereign state, i.e. oceanic or high seas, shall be in accordance with ICAO Annex 2,
Rules of the Air.”
7.2 Compliance
7.2.1 Operators shall maintain a process that ensures that flight crews are familiar with national,
regional and international air navigation procedures and associated requirements prior to the
commencement of flight into such airspaces. The process shall also ensure that flight crews
comply with the requirements of their State of Registry or Operations, International Civil
Aviation Organization (ICAO) Standards and Recommended Practices, published Regional
Procedures and the regulations of each State in which they intend to land or overfly, as are
pertinent to the performance of their respective duties in the operation of the aeroplane.
7.2.2 The aircraft operator shall be responsible for disembarking passengers and crew members from
the time they leave the aircraft until they are accepted for examination for entry into a State and
shall have procedures for discharging this responsibility.
Note 1: Operators should be aware that the fact that their State has filed differences with ICAO
does not preclude them from the requirement to meet ICAO Standards when operating
outside of their domestic airspace.
Note 2: Operators should be aware of variances in insurance requirements. It is important to

determine the requirements for coverage for passengers, war risks, third party liability
etc.
7.3 International Airspace Operations Qualifications
7.3.1 Flight Crew Authorization
a. Flight crews engaged in operations in international airspace shall be so authorized by the Chief
Pilot/Operations Manager.
b. To be considered qualified to be so authorized, each flight crew member shall have completed
training in the subject areas as required by the specific authorizations and as necessary to
ensure competency in operations in such airspace.

Business Aircraft Operations International Operations
c. Such authorizations shall be included in the pilot training records.
7.3.2 Reserved
7.4 Standard Operating Procedures
7.4.1 Prior to operating in international airspace involving performance based navigation, CPDLC,
ADS-C, or ADS-B an operator shall:
a. establish and maintain standard operating procedures (SOPs) for international airspace
operations,
b. ensure that all crews conducting such operations are trained in use of the SOP, and
c. ensure that a copy of the SOP of it is carried onboard the aircraft.
Note 1: IG 7.0 provides guidance on complying with this requirement.
Note 2: For guidance related to international helicopter operations, see the International
Helicopter Safety Team website at http://www.ihst.org/
7.5 International Publications Library
7.5.1 It is recommended that operators intending to operate in international airspace should maintain
or have access to a library of publications relevant to flight in international airspace. A
suggested list of publications is provided in IG 7.0.

Business Aircraft Operations Aircraft Equipment Requirements
8. Aircraft Equipment Requirements

8.1 General
8.1.1 The operator shall have a process to ensure that all aircraft are equipped in accordance with:
a. the applicable requirements specified in ICAO Annex 6 Part II or Annex 6 Part III,
b. the applicable requirements specified by the State of Registry, and
c. the applicable requirements specified by the State and/or airspace where operations are
conducted.
8.1.2 The operator shall have a process to ensure that equipment required meets the technical
specifications prescribed by the State of Registry.
8.2 Operational Information and Documentation
8.2.1 The following documentation and information (in written or electronic form) shall be carried on
board the aircraft and the operational information shall be accessible on the flight deck with the
exception of 8.2.1 (m) for helicopters:
a. pertinent aeronautical charts;
b. pertinent en route, terminal area, and instrument approach procedure charts;
c. aircraft performance data;
d. aircraft checklists;
e. the Company Operations Manual;
f. Standard Operating Procedures, where an SOP has been established for the aircraft;
g. the aircraft flight manual;
h. the aircraft minimum equipment list (MEL) for aircraft being operated in accordance with a
MEL;
i. aircraft certificate of airworthiness or other flight authority and certificate of registration;
j. aircraft radio licence;
k. insurance certificate;
l. other documents required of the area of operation;
m. procedures for pilots-in-command of intercepted aircraft and visual signals for use by
intercepting and intercepted aircraft, as contained in ICAO Annex 2, and
n. for international commercial air transport operations, a certified true copy of the air operator
certificate including the authorizations, conditions and limitations relevant to the aircraft type.
8.3 Emergency Equipment Information
8.3.1 Information for Rescue Coordination

a. An operator shall have available for immediate communication to rescue coordination
centres, lists containing information on the emergency and survival equipment carried on
board the aeroplane engaged in international air navigation.

b. The information shall include, as applicable, the number, colour and type of life rafts and
pyrotechnics, details of emergency medical supplies, water supplies and the type and
frequencies of the emergency portable radio equipment.
8.4 GPWS/TAWS Data Management
8.4.1 Operators shall have a process to ensure that the data base for ground proximity warning systems
with predictive terrain hazard warning is kept current.
8.5 Flight Data Recorders and Cockpit Voice Recorders
8.5.1 The pilot-in-command, and/or the owner/operator, shall ensure, to the extent possible, in the
event an aircraft becomes involved in an accident or incident, the preservation of all related flight
recorder records, and if necessary the associated flight recorders, and their retention in safe
custody pending their disposition as determined in accordance with ICAO Annex 13.
8.5.2 Flight data and cockpit voice recorders shall not be switched off during flight time.
8.5.3 The operator shall have procedures to protect CVR and FDR data from inappropriate use.
Note: The protection of safety information from inappropriate use is essential to ensure its
continued availability, since the use of safety information for other than safety-related purposes
may inhibit the future availability of such information, with an adverse effect on safety. This fact
was recognized by the 35th Assembly of ICAO, which noted that existing national laws and
regulations in many States may not adequately address the manner in which safety information is
protected from inappropriate use. See ICAO Annex 13, ATTACHMENT E, for more information
regarding the protection of safety information from safety data collection and processing systems
(SDCPS).
8.6 Minimum Equipment List
8.6.1 Where a master minimum equipment list (MMEL) is established for the aircraft type, the operator
shall include in the operations manual a minimum equipment list (MEL) approved by the State of
Registry of the aircraft which will enable the pilot-in-command to determine whether a flight may
be commenced or continued from any intermediate stop should any instrument, equipment or
systems become inoperative.
8.6.2 Where an operator has developed a MEL, maintenance personnel and flight crews shall be trained
in the use of it and a copy of the MEL shall be carried on the aircraft.
Note: Guidance on MEL development and use may be found in FAA Circular AC 91-67 -
Minimum Equipment Requirements for General Aviation Operations Under FAR Part 91.
8.7 EFB Equipment
8.7.1 Where portable EFBs are used on board an aircraft, the operator shall ensure that they do not
affect the performance of the aircraft systems, equipment or the ability to operate the aircraft.
8.7.2 The operator shall:
a) Assess the safety risk(s) associated with each EFB function;

b) Establish the procedures for the use of, and training requirements for, the device and each
EFB function; and
c) Ensure that, in the event of an EFB failure, sufficient information is readily available to the
flight crew for the flight to be conducted safely.
Note - For information on EFBs see the following documents:
EASA AMC 20-25, Airworthiness and operational consideration for EFBs
FAA AC 120-76B, Guidelines for the Certification, Airworthiness, and Operational Use of EFBs

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An International Standard for Chapter 9.0 Aircraft
Business Aircraft Operations Maintenance Requirements
9. Aircraft Maintenance Requirements

9.1 Maintenance Control System
9.1.1 An operator, other than one to which 9.1.2 applies, shall establish a maintenance control system
that is appropriate to the:
a. number and types of aircraft operated,
b. complexity of the operations,
c. identified hazards and associated risks,
d. operator safety policy and its objectives, and
e. manner by which the maintenance is conducted.
Note: IG 9.1 provides guidance on complying with this requirement.
9.1.2 An operator which has outsourced their maintenance control system to a maintenance
organization certified by a national aviation authority shall provide proper oversight to ensure the
maintenance organization conforms to the standards and recommended practices of this chapter
and in areas they do not conform, the operator shall identify these gaps in their SMS.
Note 1: It is the owner's/lessee's/operator's (as applicable) responsibility to take appropriate
actions to ensure adequate oversight of contracted maintenance organizations.
9.1.3 Reserved
9.1.4 In that section of the company operations manual or maintenance manual, the operator shall
provide a detailed description of the maintenance control system containing at least the following
information:
a. where maintenance functions have been assigned:
i. the position or title of the person to whom functions have been assigned,
ii. a description of the functions and scope of work that have been assigned to each position,
person or organization, and
iii. where necessary for clarity, a chart depicting the distribution of functions and lines of
authority;
b. for elementary work or preventative maintenance and aircraft servicing:
i. identification of those standards or maintenance data (aircraft manufacturer, civil aviation
authority or other) to be used,
ii. procedures to confirm that regulatory information and technical data appropriate to the
work performed are used;
iii. details of the methods used to record the maintenance, elementary work/preventative
maintenance or servicing performed, and to ensure that any defects are recorded in the
aircraft technical record;
Note: Elementary work or preventative maintenance means simple or minor maintenance
operations and the replacement of small standard parts not involving complex
assembly.
c. the identification of any maintenance schedule/programme authorized by the State of
Registry;
d. a detailed description of the procedure used to ensure that any maintenance tasks required by
the maintenance schedule/programme, an airworthiness directive, or any task required for the

rectification of a defect is completed within the time constraints specified in national

regulations;
e. a description of the assessment programme for aircraft Service Bulletins and Airworthiness
Directives and the associated documentation;
f. procedures to ensure that only parts and materials that meet regulatory requirements and
manufacturer’s specifications are used in the performance of maintenance and elementary
work/preventative maintenance or servicing including any details respecting parts-pooling
arrangements that have been entered into;
Note: This is intended to include any stores procedures that may be used by the operator,
including those procedures used for the control of petroleum, oil and other lubricants,
as required by State regulation.
g. procedures to ensure that properly calibrated tools are used in the performance of
maintenance, elementary work/preventative maintenance or servicing,
h. a description of the procedure used to ensure that the Basic Empty Weight (BEW) of an
aircraft is maintained, current and properly documented;
i. the identification of any person eligible to apply for a flight permit or special flight
authorization in respect of the operator’s aircraft;
j. procedures for a tool control programme designed to ensure tools, supplies, and test
equipment are accounted for following maintenance performed on an aircraft; and
k. procedures to manage the risks associated with maintenance personnel working alone.
9.1.5 An operator must provide a copy of the relevant manual section that details the maintenance
control system, or relevant portions thereof, to each person or organisation, who performs or
certifies work. In the case where only a portion of the manual is provided, it must be sufficiently
comprehensive that the person or organisation, performing the tasks has all relevant information.
For non-scheduled work, temporary copies of the relevant portions of the operations manual
section that details the maintenance control system, or any incorporated reference, may be sent
electronically.
9.1.6 In the part of the manual that describes its maintenance control system, an operator shall include
defect recording and rectification control procedures for:
a. recording aircraft defects;
b. ensuring that defects are rectified in accordance with regulatory requirements and
manufacturer’s specifications;
c. detecting defects that recur and identifying those defects as recurring defects; and
d. scheduling, within the permitted period of deferral, the rectification of defects whose repair
has been deferred.
9.1.7 In the part of the manual that describes the maintenance control system, an operator shall include
technical dispatch instructions that:
a. ensure that aircraft are;
i. maintained in an airworthy condition,
ii. appropriately equipped, configured and maintained for the intended use, and
iii. maintained in accordance with the authorized maintenance program;
b. ensure that all MEL procedures are followed and requirements met;
c. meet the requirements of the State of Registry civil aviation regulations and standards; and

d. ensure that a maintenance release is completed and signed, as prescribed by the State of
Registry, to certify that the maintenance work has been performed in accordance with the
maintenance programme or other data and procedures acceptable to the State of Registry.
9.1.8 An operator may deviate from the procedures required by its maintenance control system where
the deviation conforms to national regulations and is substantiated by a risk analysis.
9.1.9 The owner or operator of an aircraft, or in the case where it is leased, the lessee, shall ensure that
the following records are kept for the periods mentioned below:
a. the total time in service (hours, calendar time and cycles, as appropriate) of the aircraft and
all life limited components;
b. the current status of compliance with all applicable mandatory continuing airworthiness
information, including life limited components;
c. appropriate details of modifications and repairs to the aircraft;
d. the time in service (hours, calendar time and cycles, as appropriate) since the last overhaul of
the aircraft or its components subject to a mandatory overhaul life;
e. the current status of the aircraft’s compliance with the maintenance programme; and
f. the detailed maintenance records to show that all requirements for the signing of a
maintenance release have been met.
The records in 9.1.9.a. to 9.1.9.e., shall be kept for a minimum period of 90 days after the unit to
which they refer has been permanently withdrawn from service and the records in 9.1.9.f. for a
minimum period of one year after the signing of the maintenance release.
Note: State of Registry requirements for record retention may vary and must be respected.
9.1.10 An operator of an aeroplane of a maximum certificated take-off mass in excess of 5 700 kg or

helicopter with a maximum certificated take-off mass in excess of 3 175kg, shall, as prescribed
by the State of Registry, ensure that the information resulting from maintenance and operational
experience with respect to continuing airworthiness is transmitted to the State of Registry as
required.
9.1.11 An operator of turbojet-engined aeroplanes or those with a maximum takeoff mass exceeding
5700 kg or any aircraft engaged in commercial operations, shall ensure the maintenance program:
a. observes Human Factors principles according to the State of Registry’s guidance material;
b. includes, if applicable, a continuing structural integrity programme; and
c. includes, when applicable and approved by the State of Registry, condition monitoring and
reliability programme descriptions for aircraft systems, components and powerplants.
9.1.12 It is recommended that the maintenance programme be based on information made available by
the State of Design or by the organization responsible for the type design, and any additional
applicable experience.
9.2 Maintenance Agreements
9.2.1 No operator shall permit a person or organisation to perform maintenance on an aircraft unless
the person is an employee of the operator or has been authorized to perform the work under the

terms of a written maintenance agreement or other form of authorization specified in the company
operations manual or maintenance manual.
9.2.2 Operators shall include procedures in the company operations manual for flight crew to obtain
aircraft maintenance services when away from home base.
9.3 Person Responsible for Maintenance Control
9.3.1 An operator shall:

a. appoint a person to be responsible for its maintenance control system; and
b. authorize the person who is responsible for its maintenance control system to remove aircraft
from operation, where the removal is justified because of non-compliance with the
requirements of national regulations or because of a threat to the safety of the aircraft,
persons or property.
9.3.2 The operator shall provide the person who is responsible for its maintenance control system with
the staff, facilities and other resources necessary to ensure that the maintenance is conducted in
accordance with the civil aviation authority requirements and meets the safety management goals
of the operator.
Note: Where an operator is the holder of an approved maintenance organization (AMO) that is
appropriate to the aircraft being operated, the person responsible for maintenance may be
the person responsible for the maintenance control system of the AMO.
9.4 Maintenance Personnel Recency
9.4.1 An operator shall ensure that no person signs a maintenance release unless within the preceding
24 months that person has had at least six months experience in the inspection, servicing or
maintenance of an aircraft or system in accordance with the privileges granted by the licence
held.

Business Aircraft Operations Company Operations Manual
10. Company Operations Manual

10.1 An operator shall establish and maintain a company operations manual1, or manuals. It may be
issued in separate parts corresponding to specific aspects of an operation. It shall include the
instructions and information necessary to enable the personnel concerned to perform their duties
safely.
An operator shall provide a manual, or appropriate portions of the manual, to each person who
requires those instructions and/or that information to perform their duties. The operations manual
shall be amended or revised as is necessary to ensure that the information contained therein is
kept up to date. All such amendments or revisions shall be issued to all personnel that are
required to use this manual.
10.2 An operations manual for non-commercial aeroplane operations shall contain at least the
following:
a. table of contents;
b. amendment control page and list of effective pages, unless the entire document is re-issued
with each amendment and the document has an effective date on it;
c. duties, responsibilities and succession of management and operating personnel;
d. operator safety management system;
e. operational control system;
f. MEL procedures (where applicable);
g. the normal operating requirements and procedures
h. SOPs;
i. weather limitations;
j. fatigue management system;
k. emergency equipment and operating procedures;
l. accidents/incidents consideration;
m. personnel qualifications and training;
n. record keeping;
o. a description of the maintenance control system ;
p. security procedures;
q. performance operating limitation
r. use/protection of FDR/CVR records, if installed; and
s. handling of dangerous goods.
Note: IG 10.0 provides guidance on meeting this requirement plus the Annex 6 Part III
specifications for an operations manual for a helicopter operator. A generic operations
manual is also available for guidance in developing a company operations manual for non-
commercial aeroplane operators.
1
The term “company operations manual” is used as it is the term used for related IS-BAO documents. Operators
may use the any term they consider appropriate when referring to their operations manual.

Business Aircraft Operations Company Operations Manual
10.3 An operator shall include in the company operations manual a description of the process to allow
deviations from the provisions contained in it (if the operator allows deviations) and specify the
person who may approve such deviations. Any deviation shall identify the associated conditions
under which it is permitted or required, and should be based on a risk assessment process.
10.4 The design of the company operations manual and all associated manuals should observe Human
Factors principles related to the design of manuals. (Recommended Practice)
Note: See IG 10.4 for information on human factors principles related to the design of manuals.

An International Standard Chapter 11.0
for Business Aircraft Operations Fatigue Management Program
11. Fatigue Management Program

11.1 The operator should develop and maintain a program to assess and manage the inherent risks
associated with fatigue for all personnel. The program should include all the elements as
required for aircrew members and maintenance personnel (Recommended Practice)
11.2 An operator shall establish and implement a fatigue management program that is designed to
ensure that all operator personnel involved in the safe operation of aircraft such as, but not limited
to flight crew, cabin crew, other aircraft crew, maintenance personnel, schedulers, and dispatchers
do not carry out their duties when fatigued. The system shall contain the following elements:
a. fatigue management guiding principles,

b. appropriate training and education regarding preventive and operational fatigue
countermeasures,
c. flight and duty time limitations for aircraft crew,
d. duty time limitations for other operator personnel, and
e. an evaluation process that assesses the effectiveness of the fatigue management program.
11.3 If deviations from the flight and/or duty time limitations are permitted, the system shall include
provisions to:
a. assess the associated risks and applying appropriate mitigation to maintain an acceptable level
of risk for that operation,
b. identify the management person who is authorized to approve the deviation, and
c. record the deviations, the risk assessment and related mitigation.
11.4 Deviations shall be made only with the express approval of all personnel involved.
Note: The IG contains an acceptable fatigue management program for the flight crew, and guidance
material for aircraft maintenance and other support personnel. Operators are encouraged to use
this material as a basis for development of their fatigue management programme for all
personnel involved in the operation.
11.5 It is recommended that any deviation from the limits contained in this IG be supported by a
comprehensive risk assessment process. (Recommended Practice)
11.6 It is recommended that operators include provisions in maintenance agreements that ensure that
the maintenance organization has a fatigue management program to ensure maintenance
personnel do not carry out maintenance work when they are fatigued. (Recommended Practice)

for Business Aircraft Operations Fatigue Management Program
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for Business Aircraft Operations Environmental Management
12. Environmental Management

12.1 An operator shall have a process to identify and comply with all national and local environmental
laws and requirements, including those related to:
a. noise abatement procedures during ground operations to include engine run ups and auxiliary
power unit operations consistent with safety, including airport curfews;
b. ground operations including aircraft fuelling and de/anti-icing procedures;
c. spill containment of toxic and flammable materials and chemicals, including disposal of
collected materials;
d. disposal of waste materials;
e. disposal of international garbage;
f. the construction and/or operation of the operator’s:
i. hangars,
ii. fuel storage and dispensing equipment,
iii. other facilities; and
g. operations subject to emissions charges, fees, or purchase of credits related to Market Based
Measures regulations (e.g. Emissions Trading Schemes).
12.2 Operators should be aware of local environmental rules and procedures at airports frequently
visited. (Recommended Practice)
Note: The following links offer additional information on managing environmental issues:
The NBAA European Emissions Trading Scheme
EBAA Environment Webpage
IBAC Business Aviation Safety Plan
HAI Fly Neighbourly Guide

for Business Aircraft Operations Environmental Management
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for Business Aircraft Operations Occupational Health & Safety
13. Occupational Health and Safety

13.1 An operator shall have a process to identify and comply with all national and local occupational
health and safety laws and requirements, including those related to:
a. development and implementation of workplace safety programmes;
b. compliance with fire safety, first aid and sanitary requirements;
c. provision of safety and protective clothing, devices and equipment, particularly fall protection
for aircraft maintenance personnel;
d. provision of safety information and training to employees;
e. ensuring that machinery, tools and equipment, including lifting equipment, meets safety
standards; and
f. ensuring that hazardous materials are controlled and that employees have information and
training in their handling and storage.
Note: To reduce the risks associated with moving vehicles and aircraft during night operations,
many operators ensure personnel wear reflective outerwear while performing duties on
the ramp at night.
13.2 An operator shall develop procedures to ensure that all company personnel and passengers
accessing the aviation environment associated with company operations are made aware of the
occupational health and safety requirements and adhere to the associated operator’s procedures.
Note 1: These provisions need not be contained in the company operations manual, but the
operator must have a process to ensure that local and national requirements are met.
Note 2: The NBAA Safety Program Manual contains extensive guidance material on
occupational health and safety issues plus regulatory references.
13.3 It is recommended that operators include considerations for the safety of any person who may be
working alone. (Recommended Practice)

for Business Aircraft Operations Occupational Health & Safety
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An International Standard for Chapter 14.0 Transportation of
Business Aircraft Operations Dangerous Goods
14. Transportation of Dangerous Goods

14.1 Considerations for All Operators
14.1.1 Dangerous goods are defined as those articles or substances that are capable of posing significant
risks to health, safety or property when transported by air. Operators shall not transport dangerous
goods except where authorized under and in accordance with the provisions of the ICAO
Technical Instruction for the Safe Transport of Dangerous Goods (hereafter called ICAO
Technical Instructions) or the IATA Dangerous Goods Regulations.
14.1.2 An operator shall have a system to advise passengers of what constitutes dangerous goods, and
whether and how those goods can be carried on aircraft.
14.1.3 Aircraft crew members shall receive training on these procedures at least every two years.
Note: Hazardous materials training and information is available from the US DOT at
http://www.phmsa.dot.gov/
14.2 Dangerous Goods Transportation Requirements
14.2.1 Prior to transporting dangerous goods an operator shall ensure that all State regulatory
requirements have been met.
14.2.2 In particular, operators that transport dangerous goods, whether it is organization’s property, the
property of organization personnel, or the property of a third party, shall ensure that the goods
are:
a. classified,
b. packed,
c. labelled and marked,
d. loaded,
e. stowed,
f. accompanied by documentation, and
g. transported in accordance with the provisions of the ICAO Technical Instructions, or the
IATA Dangerous Goods Regulations and the rules specified by the State of the operator.
14.2.3 An operator shall ensure that all personnel involved in the transportation of dangerous goods are
trained and certified in accordance with the ICAO Technical Instructions or the IATA Dangerous
Goods Regulations and the rules specified by the State of the operator.
Note: See ICAO Technical Instructions at

http://www.icao.int/safety/DangerousGoods/Pages/technical-instructions.aspx
14.2.4 An operator shall also have a system to advise their shipping departments of what constitutes
dangerous goods and whether and how those goods can be carried on aircraft.
14.2.5 An operator shall not accept dangerous goods for transport from third parties unless those parties
have complied with all relevant provisions of the ICAO Technical Instructions or the IATA
Dangerous Goods Regulations and the rules specified by the State of the operator.

An International Standard for Chapter 14.0 Transportation of
Business Aircraft Operations Dangerous Goods
14.2.6 An operator shall ensure that the pilots-in-command of their aircraft are informed of what
dangerous goods are being carried on board the aircraft, as early as practicable before the
departure of the aircraft.
14.2.7 In the event an aircraft carrying dangerous goods is involved in an accident or serious incident,
the operator of an aircraft carrying dangerous goods shall provide information, without delay, to
emergency personnel responding to the accident or serious incident about the dangerous goods on
board, as shown in the written information to the pilot in command. As soon as possible the
operator shall also provide this information to the appropriate authorities of the State of the
Operator and the State in which the accident or serious incident occurred.
14.2.8 In the event of an aircraft incident, the operator of an aircraft carrying dangerous goods shall, if
requested to do so, provide information without delay to the emergency services personnel
responding to the incident and to the appropriate authority of the State in which the incident
occurred, about the dangerous goods on board, as shown on the written information to the pilot-
in-command.
Note: Additional guidance on the transportation of dangerous goods may be found in the IATA
Dangerous Goods Regulations, and ICAO Annex 18.

Business Aircraft Operations Security
15. Security
15.1 An operator shall establish, maintain and carry out a security programme that is proportional to
the threat against the operator, its personnel, aircraft and facilities and the associated
vulnerabilities and that meets the requirements of the State of the operator.
15.2 The security programme shall include a process to assess threats and vulnerabilities, preventive
measures designed to reduce vulnerabilities and deter and prevent the commission of unlawful
acts, responsive measures to be taken when an unlawful act has been committed against the
operator, and appropriate training and testing of personnel involved.
Note 1: See IG 15.0 for guidance on operator security programmes. Also, the NBAA Best
Practices for Business Aviation Security can be found at
http://www.nbaa.org/ops/security/best-practices.
Note 2: Attachment B to IG 15.0 contains the NBAA Voluntary Security Protocol for Part 91
Operators. The NBAA Security Protocol was developed to serve as the NBAA recognized
and Transportation Security Administration (TSA) endorsed standard for demonstrating
an acceptable security protocol for Business Aviation. For latest amendments check with
the NBAA.

Business Aircraft Operations Security
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An International Standard for Appendix A
Business Aircraft Operations Terms, Abbreviations, Acronyms
Appendix A: Terminology, Abbreviations and Acronyms
ACAS Airborne Collision Avoidance System
AIP Aeronautical Information Publication
Aircraft Crew Any crew member assigned duty on board an aircraft.
AMO Approved Maintenance Organisation
ANS Air Navigation System
ATC Air Traffic Control
ATPL Airline Transport Pilot Licence
ATS Air Traffic Services
BBGA British Business and General Aviation Association
Cabin Crew Any crew member assigned duty in the cabin of a passenger transport aircraft.
CAM Continuing Airworthiness Manager
CAMO Continuing Airworthiness Management Organisation
CAME Continuing Airworthiness Management Exposition
CAT II and III Category limits associated with a precision instrument approach system.
CDI Course Deviation Indicator
CEO Chief Executive Officer
C of A Certificate of Airworthiness
C of R Certificate of Registration
Communications, Navigation, and Surveillance
CNS
Note: For information regarding CNS on the ICAO website go to this link:
http://www.icao.int/safety/pages/cns.aspx
CRM Crew Resource Management
Dangerous Goods Articles or substances which are capable of posing significant risk to health,
safety or property when transported by air. Dangerous goods are classified in
ICAO Annex 18, chapter 3.
Duty Time A continuous period of time during which tasks are performed for the operator;
determined from report time until free from all required tasks.
January 1, 2016 page A - 1 © IBAC All rights reserved

EGPWS Enhanced Ground Proximity Warning System
ELT Emergency Locator Transmitter
ERS Emergency Response Services
FAA Federal Aviation Administration of the USA
FATO Final Approach and Take-off Area
FIR Flight Information Region
Flight Crew Any crew member assigned duty on the flight deck of an aircraft, i.e. pilot,
navigator, flight engineer..
Flight time The sum of all flight time, calculated from block to block for each flight
segment.
Flight Itinerary Information regarding the route and duration of an intended flight that is filed
with a person who will alert search and rescue if the flight becomes overdue.
FMS Flight Management System
GM Guidance material on meeting the requirements of a standard.
GPWS Ground Proximity Warning System
HAI Helicopter Association International
High Seas airspace Airspace outside of the territory of any State.
Heliport An aerodrome or a defined area on a structure intended to be used wholly or in

part for the arrival, departure and surface movement of helicopters.
Note: Helicopters may be operated to and from areas other than heliports.
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.
hPa Hectopascals
IBAC International Business Aviation Council
ICAO International Civil Aviation Organization

IFR Instrument Flight Rules
IMC Instrument Meteorological Conditions. Weather conditions that require pilots to

fly primarily by reference to instruments, and therefore under instrument flight
rules (IFR).
Incident An occurrence, other than an accident, associated with the operation of an

aircraft which affects or could affect the safety of operation.
ISO International Organization for Standardization
JAA Joint Aviation Authority of the European Union
JAR OPS Joint Aviation Regulations – Operations
JAR-FCL Joint Aviation Regulation – Flight Crew Licensing
Local operation Operation of helicopters with a maximum approved passenger seating

configuration (MPSC) of 9 or less; by day; navigated over routes by reference to
visual landmarks; and within a local and defined geographical area specified in
the operations manual.
Lower-consequence Safety performance indicators pertaining to the monitoring and measurement of

indicators lower-consequence occurrences, events or activities such as incidents, non-
conformance findings or deviations. Lower-consequence indicators are
sometimes referred to as proactive/predictive indicators. See the Implementation
Guide for more information,
MEL Minimum Equipment List
MNPS Minimum Navigation Performance Specification
NAT North Atlantic
NBAA National Business Aviation Association
Non-complex Operation of helicopters with a maximum certificated take-off mass (MCTOM)

helicopter operation of 3175 kg or less by day and navigated over routes by reference to visual
landmarks.
NOTAM Notice to Airmen
Offshore operations Operations which routinely have a substantial proportion of the flight conducted
over sea areas to or from offshore locations. Such operations include, but are not
limited to, support of offshore oil, gas and mineral exploitation and sea-pilot
transfer.
Operation An activity or group of activities, which are subject to the same, or similar,
hazards and which require a set of equipment to be specified, or the achievement
and maintenance of a set of pilot competencies, to eliminate or mitigate the risk
of such hazards. Note Such activities could include, but would not be limited to,
offshore operations, heli-hoist operations or emergency medical service.

PBN Performance-based Navigation. Area navigation based on performance

requirements for aircraft operating along an ATS route, on an instrument
approach procedure or in a designated airspace. Note.— Performance
requirements are expressed in navigation specifications (RNAV specification,
RNP specification) in terms of accuracy, integrity, continuity, availability and
functionality needed for the proposed operation in the context of a particular
airspace concept.
PF Pilot flying
PIC Pilot-in-Command
PM Pilot monitoring
PNF Pilot not flying
Policy A written course of action to guide and determine present and future decisions.
PPC Pilot Proficiency Check
Procedure A series of steps followed in a methodical manner to complete an activity – what

shall be done and by whom, when, where, and how it shall be completed; what
materials, equipment, and documentation shall be used, and how it shall be
controlled.
Process A set of interrelated activities that use resources to transform inputs into outputs
Program A set of arrangements that are intended to achieve a specific purpose.
QFE Height above airport or runway, local station pressure
QNH Altitude above Mean Sea Level, local station pressure
RAIM Receiver Autonomous Integrity Monitoring
RNAV Area navigation
RNP Required Navigation Performance
RVSM Reduced Vertical Separation Minima
Safety Performance A data-based safety parameter used for monitoring and assessing safety
Indicator performance.
SAR Search and Rescue
Self-Dispatch When the pilot-in-command is solely responsible for all flight planning,
passenger and load manifests, weight and balance calculations, performance
computations, and flight following.
SIC Second-in-Command or First Officer

SID Standard Instrument Departure
SMS Safety management system
SOP Standard Operating Procedure
STAR Standard Arrival Route
State A Contracting State of the Convention on International Civil Aviation
System An organized, purposeful structure regarded as a whole and consisting of

interrelated and interdependent elements. These elements continually influence
one another (directly or indirectly) to maintain their activity and the existence of
the system, in order to achieve the goal of the system.
TAA Technically advanced aircraft
Task specialist A person, other than a flight crew member or a cabin crew member, who is
assigned duties on board an aircraft during flight time
TAWS Terrain Awareness and Warning System
TCAS Traffic Alert and Collision Avoidance System
TR Type rating
VFR Visual Flight Rules
VLJ Very Light Jet

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international business aviation council

Business Aircraft Operations

International Business Aviation Council (IBAC)

Copyright © International Business Aviation Council (IBAC)

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List of Effective Pages

i thru vi January 1, 2016

1-1 thru 1-2 January 1, 2016

2-1 thru 2-8 January 1, 2016

3-1 thru 3-6 January 1, 2016

4-1 thru 4-4 January 1, 2016

5-1 thru 5-6 January 1, 2016

6-1 thru 6-14 January 1, 2016

7-1 thru 7-2 January 1, 2016

8-1 thru 8-4 January 1, 2016

9-1 thru 9-4 January 1, 2016

10-1 thru 10-2 January 1, 2016

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12-1 thru 12-2 January 1, 2016

13-1 thru 13-2 January 1, 2016

14-1 thru 14-2 January 1, 2016

15-1 thru 15-2 January 1, 2016

Appendix A: 1 thru 6 January 1, 2016

Appendix B: i thru x January 1, 2016

Appendix B:1 thru 88 January 1, 2016

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1. PURPOSE OF THE STANDARD ..................................................................................................................... 1-1

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6.14 TRAVEL HEALTH ISSUES ................................................................................................................................ 6-13

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1. Purpose of the Standard

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The Certificate of Registration is an attractive, professional document suitable for mounting so

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An International Standard for Chapter 2.0

A list of the benefits of IS-BAO is contained on the IBAC website at:

2.2 Linkage with International Standards

Such third-party registration schemes provide a number of benefits. Registration demonstrates

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