HELICOPTER PERFORMANCE STANDARDS

COMPARISION TABLE

INRODUCTION
ICAO Helicopter Performance General Notes and Guidance:

1. ICAO Annex 6 – Part III, Section II, Chapter 3 in paragraph 3.1.4 states for Air Transport operations “Where helicopters are operated to
or from heliports in a congested hostile environment, the competent authority of the State in which the heliport is situated shall specify
the requirements to enable these operations to be conducted in a manner that gives appropriate consideration for the risk associated with a
power-unit failure.

Note.— Guidance on “appropriate consideration” is contained in Attachment A, 2.4.”

ICAO Definitions:
¾ Congested area. In relation to a city, town or settlement, any area which is substantially used for residential, commercial or recreational purposes.
¾ 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.

¾ Congested hostile environment. A hostile environment within a congested area.

2. ICAO Annex 6 – Part III, Section II, Chapter 3, paragraph 3.2.1.7 recommends –“In developing a code of performance, the State of the
Operator shall either apply a risk assessment methodology in accordance with the guidance in Attachment A or, for those States that
choose not to apply a risk assessment methodology, the Standards of 3.2.7.2, 3.2.7.3 and 3.2.7.4 shall apply.”

3. ICAO Annex 6 – Part III, Section III, Chapter 3, , International General Aviation operations in paragraph 3.3 states “Where helicopters
are operating to or from heliports in a congested hostile environment, the competent authority of the State in which the heliport is situated
shall take such precautions as are necessary to control the risk associated with a power-unit failure. “

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 HELICOPTER PERFORMANCE STANDARDS
COMPARISION TABLE

Note.— Guidance is provided in Attachment A, 2.4 to ICAO Annex 6 – Part III, Chapter 3.

4. ICAO Annex 6 – Part III Attachment A – Chapter 2. General – 2.1 Applicability states:
2.1.1 Helicopters with a passenger seating configuration of more than 19, or helicopters operating to or from a heliport in a
congested hostile environment should be operating in performance Class 1.
2.1.2 Helicopters with a passenger seating configuration of 19 or less but more than 9 should be operating in Performance Class 1
or 2, unless operating to or from a congested hostile environment in which case the helicopters should be operating in
performance Class 1.
2.1.3 Helicopters with a passenger seating configuration of 9 or less should be operating in performance Class 1, 2 or 3, unless
operating to or from a congested hostile environment in which case the helicopters should be operating in performance Class 1.

5. ICAO Annex 6 – Part III Attachment A - 2. General states:

2.1 Helicopters operating in performance Classes 1 and 2 should be certificated in Category A.
2.2 Helicopters operating in performance Class 3 should be certificated in either Category A or Category B (or equivalent).
2.3 Except as permitted by the appropriate authority:
2.3.1 Take-off or landing from/to heliports in a congested hostile environment should only be conducted in performance
Class 1.
2.3.2 Operations in performance Class 2 should only be conducted with a safe forced landing capability during take-off
and landing.
2.3.3 Operations in performance Class 3 should only be conducted in a non-hostile environment.
2.4 In order to permit variations from 2.3.1, 2.3.2 and 2.3.3, the Authority should undertake a risk assessment, considering factors
such as:
a) the type of operation and the circumstances of the flight;
b) the area/terrain over which the flight is being conducted;
c) the probability of a critical power-unit failure and the consequence of such an event;

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 HELICOPTER PERFORMANCE STANDARDS
COMPARISION TABLE

d) the procedures to maintain the reliability of the power-unit(s);

e) the training and operational procedures to mitigate the consequences of the critical power-unit failure; and
f) installation and utilization of a usage monitoring system.

Note 1.— It is recognized that there may be instances in which a safe forced landing may not be possible due to environmental or
other factors. Many States have already applied risk management and permitted variations to specific operations such as
operations to helidecks where exposure to an engine failure is present without a safe forced landing.
Permitting variations based on risk assessment is a normal part of the process of a State developing a code of performance.
When operations without suitable areas for safe forced landings are being considered, all relevant factors should be evaluated.
These may include the likelihood of the event, the possible consequences, any mitigating measures as well as the potential
benefits and costs of the operation. The specific process for conducting this evaluation is to be decided by the State.
In any case, appropriate consideration of a safe forced landing should be either implicit or explicit to a performance code’s
construction. Accident history and other relevant safety data and analysis are crucial to the development of operational
regulations in this area. The resulting requirements may take many forms, such as designation of approved operational areas,
routes of flight and obstacle clearance requirements.

Note 2.— If there are routes with access to suitable forced landing areas, these should be used for flights into and out of the
congested area. Where no such routes exist, evaluation of the operation could include consideration of mitigating factors such as
the reliability of the propulsion system in the short periods when flight over a suitable forced landing area is not possible.

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 HELICOPTER PERFORMANCE STANDARDS
COMPARISION TABLE
ICAO
PERFORMANCE
CLASS 1
>19 PAX
1. CERTIFIED ¾ Full Cat A performance
PERFORMANCE req’d VFR or IFR
CATEGORY
2. OBSTACLE ¾ Required
DATA &
CLEARANCE
3. TAKE-OFF ¾ HLS data required –
LIMITAIONS rejected take-off distance
required does not exceed
the rejected take-off
distance available.
¾ The T/O mass shall allow
the helicopter to achieve a
rate of climb of 100 ft/min
at 60 m (200 ft) and 150
ft/min at 300 m (1 000 ft)
above the level of the
heliport with the critical
EIO and the remaining
power-units operating.
JAR CURRENT CASA CASR 133
PERFORMANCE POLICY CLASS 1
CLASS 1 RPT OPS >19 PAX
>19 PAX (No Specified pax No.)
Transport Cat. &
Normal Cat. Helicopters.
¾ Full Cat A performance Transport Cat. helicopters ¾ CASR 133.485 - Full Cat A
req’d VFR or IFR performance req’d VFR or
¾ Full Cat A performance
IFR
req’d VFR or IFR
Normal Cat. helicopters
¾ Category B + RFM supp.
¾ Required ¾ Required for Cat A ops ¾ Required
¾ Cat B – suitable OEI
landing area with an 5°
obstacle free app gradient
¾ HLS data required – Transport Cat. helicopters ¾ HLS data required –
rejected take-off distance rejected take-off distance
¾ NGT VFR not permitted for
required does not exceed required does not exceed
RPT ops.
the rejected take-off the rejected take-off
distance available. ¾ HLS data required – distance available
rejected take-off distance
¾ T/O mass is such that – a ¾ The T/O mass shall allow
required does not exceed
reject and land on the the helicopter to achieve a
the rejected take-off
FATO is possible at or rate of climb of 100 ft/min
distance available.
prior to TDP. at 60 m (200 ft) and 150
¾ T/O mass = !5 climb grad at ft/min at 300 m (1 000 ft)
¾ T/O mass is such that at
LSALT above the level of the
TDP on OEI continue and
heliport with the critical
clear all obstacles by not Normal Cat. helicopters
EIO and the remaining
less than 35’ or 10.7m.
¾ HLS data outlined in RFM. power-units operating.
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 HELICOPTER PERFORMANCE STANDARDS
COMPARISION TABLE
ICAO
PERFORMANCE
CLASS 1
>19 PAX
4. TAKE-OFF ¾ All obstacles below the
FROM backup flight path (the
lateral flight path) + half
ELEVATED the width of the FATO are
HELIPORT OR
cleared by an adequate
HELIDECK / margin. (refer 2.4.2)
BACK UP
¾ The airworthiness code
PROCEDURES
provides appropriate
clearance from the elevated
heliport edge.
5. TAKE-OFF ¾ Vertical clearance of not
FLIGHT PATH less than 10.7 m (35 ft) for
VFR operations and 10.7 m
(35 ft) plus 0.01 DR for
IFR operations above all
obstacles located in the
climb path.
¾ ICAO change of direction
criteria also apply.
JAR
PERFORMANCE
CLASS 1
>19 PAX
¾ For take-off using a backup
(lateral transition)
procedure, the operator
shall ensure that, with the
critical power-unit
inoperative, all obstacles in
the back-up (lateral
transition) area are cleared
by an adequate margin (see
ACJ OPS 3.490(d)).
¾ Vertical clearance of not
less than 10.7 m (35 ft) for
VFR operations and 10.7 m
(35 ft) + 0.01 DR for IFR
operations above all
obstacles located in the
climb path.
¾ ICAO change of direction
criteria also apply.
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CURRENT CASA
POLICY
RPT OPS
(No Specified pax No.)
Transport Cat. &
Normal Cat. Helicopters.
Transport Cat. helicopters
¾ NOT ADDRESSED BY POLICY
Normal Cat. helicopters
¾ NOT ADDRESSED BY POLICY
Transport Cat. Helicopters
¾ Cat A performance req’d.
Normal Cat. helicopters
¾ VFR - No OEI
accountability required
until Vyse is reached.
¾ IFR - OEI accountability
required and operators OM
to specify SOPs which
permit the helicopter to
climb safely to LSALT.
¾ TOW must allow 1% OEI
climb at the LSALT.
CASR 133
CLASS 1
>19 PAX
¾ Before TDP must be able to
reject successfully onto
helideck or Elevated HLS.
¾ After TDP must be able to
continue and clear all
obstacles in the flight path
by 35 feet up to the end of
the TODR.
¾ Vertical clearance of not
less than 10.7 m (35 ft) for
VFR operations and 10.7 m
(35 ft) + 0.01 DR for IFR
operations above all
obstacles located in the
climb path.
¾ ICAO change of direction
criteria also apply.
 HELICOPTER PERFORMANCE STANDARDS
COMPARISION TABLE
ICAO
PERFORMANCE
CLASS 1
>19 PAX
6. ENROUTE – ¾ Ability to continue the
ONE ENGINE flight to an appropriate
landing site and achieve the
INOP
minimum flight altitudes
for the route to be flown.
7. APPROACH & ¾ Achieve a rate of climb of
LANDING 100 ft/min at 60 m (200 ft)
and 150 ft/min at 300 m (1
000 ft) above the level of
the heliport with the critical
engine inoperative and the
remaining power-units
operating at an appropriate
power rating.
¾ In the event of the critical
power-unit failure being
recognized at the LDP or at
any point before the LDP, it
JAR
PERFORMANCE
CLASS 1
>19 PAX
¾ VFR= maintain Crz level to
1000 above destination.
¾ IFR = a rate of climb of at
least 50 ft/minute OEI at 1
000 ft or 2 000 ft above
terrain in areas of
mountainous terrain.
¾ Fuel jettisoning may be
used but not below 100
AGL.
¾ In the event of the critical
power unit failure being
recognised at any point at
or before the LDP, it is
possible either to land and
stop within the FATO, or to
perform a balked landing
and clear all obstacles in
the flight path by a vertical
margin of 10.7 m (35 ft).
¾ In the event of the critical
power-unit failure being
recognised at any point at
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CURRENT CASA
POLICY
RPT OPS
(No Specified pax No.)
Transport Cat. &
Normal Cat. Helicopters.
Transport and Normal Cat.
helicopters
¾ VFR - Able to maintain
1000 feet terrain clearance.
¾ IFR – Able to maintain 1%
gradient of climb at the
LSALT required to reach
the destination or a suitable
OEI landing area.
¾ Drift down procedures may
be used – VFR.
Transport Cat. helicopters
¾ VFR - Cat A performance
req’d.
¾ IFR – At the destination or
the SE alternate the
helicopter in OEI
configuration shall be
capable of 1% gradient of
climb at the last route
segment LSALT or MSA.
¾ During final the helicopter
shall be operated in
CASR 133
CLASS 1
>19 PAX
¾ VFR – OEI - Able to
maintain 1000 feet terrain
clearance to a suit able OEI
HLS.
¾ IFR – OEI - Able to
maintain 1% gradient of
climb at the LSALT
required to reach the
destination or a suitable
OEI landing area.
¾ Drift down procedures may
be used.
¾ Achieve a rate of climb of
100 ft/min at 60 m (200 ft)
and 150 ft/min at 300 m (1
000 ft) above the level of
the heliport with the critical
engine inoperative and the
remaining power-units
operating at an appropriate
power rating.
¾ For a surface HLS must
clear all obstacles on the
approach path and be
capable of landing and
 HELICOPTER PERFORMANCE STANDARDS
COMPARISION TABLE
is possible either to land
and stop within the FATO
or to overshoot, meeting the
conditions of 4.1.2.1 and
4.1.2.2.
¾ Obstacle criteria outlined in
Note.— For elevated heliports,
the airworthiness code provides
¾ In the case of the critical
appropriate clearance from the
elevated heliport edge.
¾ In the case of the critical
power-unit failure
occurring at any point after
the LDP, it is possible to
land and stop within the
FATO
or after the LDP, it is compliance with Cat A and stopping within the LDA or
possible to clear all the responsibility for conducting a missed
obstacles in the approach obstacle clearance rests approach.
path. with the PIC.
¾ For an elevated HLS the
Normal Cat. helicopters rotorcraft must if there is
standard. critical power unit failure at
¾ VFR – At the destination or
or after LDP, be able to
SE alternate in OEI
land on the HLS or
power-unit failure configuration shall be able
helideck or perform a
occurring at any point after to maintain zero climb 1000
baulked landing and clear
the LDP, it is possible to feet above the landing
the helideck and significant
land and stop within the level.
obstacles in the flight path.
FATO
¾ No OEI accountability is
required from a point on the
approach path after which
Vyse cannot be maintained.
¾ IFR – At the destination or
the SE alternate the
helicopter in OEI
configuration shall be
capable of 1% gradient of
climb at the last route
segment LSALT or MSA.
¾ During final the helicopter
shall be operated in
compliance with Cat A and
the responsibility for
obstacle clearance rests
with the PIC.
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 HELICOPTER PERFORMANCE STANDARDS
COMPARISION TABLE

ICAO JAR CURRENT CASA CASR 133

PERFORMANCE PERFORMANCE POLICY CLASS 2
CLASS 2 CLASS 2 Charter OPS 9 to 19 PAX
9 to 19 PAX 9 to 19 PAX (No Specified pax No.)
Transport Cat. &
Normal Cat. Helicopters.
¾ CASR 133.515 – (1)
1. CERTIFIED ¾ Helicopters operating in ¾ JAR.OPS 3.515(a) An ¾ None Specified
Subject to subregulation
PERFORMANCE performance Class 2 should operator shall ensure that (2), the operator of a
be certificated in Category helicopters operated in
CATEGORY A Performance Class 2 are
rotorcraft must not operate
the rotorcraft in
certificated in Category A [ performance Class 2 unless
see also ACJ to it is certificated in Category
JAROPS3.480(a)(1) and A.
(a)(2))]. ¾ (2) A rotorcraft certificated
in Category B may be
operated in Performance
Class 2 if it complies with
FAR 29.1 (e).

2. OBSTACLE ¾ Required ¾ Required ¾ No specific obstacle data ¾ Required

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

3. TAKE-OFF ¾ VMC required until
LIMITATIONS DPATO.
¾ Achieve performance class
1 obstacle clearance by
200AGL.
¾ Achieve a rate of climb of
¾ For operations other than
specified in JAR-OPS
3.517(a), the takeoff is
conducted such that a safe
forced landing can be
executed until the point
where safe continuation of
¾ VFR – No OEI
accountability is required
until VYSE is reached.
¾ IFR - No OEI
accountability is required
until VYSE is reached. The
responsibility for obstacle
¾ The operator must ensure
that:
¾ for a surface-level HLS —
the part of the rotorcraft’s
takeoff during which a
critical power unit failure
may lead to a forced

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 HELICOPTER PERFORMANCE STANDARDS
COMPARISION TABLE
150 ft/min at 300 m (1 000
ft) above the level of the
heliport with the critical
power-unit inoperative and
the remaining power-units
operating at an appropriate
power rating, taking into
account the parameters
specified.
¾ SOPs required for E/F prior
to meeting the above
requirements.
¾ Exposure time to be based
on in-flight power loss
statistics.
¾ Risk management
principles must be applied.
4. TAKE-OFF ¾ Operations with exposure
FROM permitted provided the
NAA has approved the Risk
ELEVATED management SOPs of the
HELIPORT OR operators.
HELIDECK /
¾ Exposure based on in-flight
BACK UP
power loss statistics.
PROCEDURES
the flight is possible.
¾ JAR-OPS 3.517(a), SOPs
require NAA approval. And
HUMS.
¾ Achieve a rate of climb of
150 ft/min at 300 m (1 000
ft) above the level of the
heliport with the critical
power-unit inoperative and
the remaining power-units
operating at an appropriate
power rating, taking into
account the parameters
specified.
¾ SOPs required for E/F prior
to meeting the above
requirements.
¾ Risk management
principles must be applied.
¾ Operations with exposure
permitted provided the
NAA has approved the Risk
management SOPs of the
operators.
¾ Procedures for deck edge
miss and drop down to deck
height required.
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clearance rests with the
PIC.
¾ The maximum gross weight
for take off is limited to that
at which, in the ambient
conditions, the helicopter,
in the OEI configuration,
can maintain a 1% gradient
of climb at the initial route
segment LSALT.
¾ Not specifically addressed.
However suitable OEI
forced landing areas must
be available for passenger
carrying charter operations
located within cities towns
or populous areas.
landing is conducted within
sight of the surface; or
(b) for an elevated HLS or a
helideck — the part of the
takeoff before or at the TDP
is conducted in sight of the
surface.
¾ The rotorcraft’s take-off
weight must not exceed the
maximum weight specified
for a climb gradient of 1%
at 1000 ft above the level of
the HLS of departure with
the critical power unit
inoperative and the
remaining power units
operating at an appropriate
power rating, for the
pressure altitude and
ambient temperature at the
HLS of departure.
¾ No NAA approval or risk
management SOPs outlined
in regulation.
¾ Critical obstacles must be
considered in T/O segment
and prior to TDP VMC
must be maintained.
¾ No NAA approval or risk
management SOPs outlined
in regulation.
 HELICOPTER PERFORMANCE STANDARDS
COMPARISION TABLE
5. TAKE-OFF ¾ VMC to OEI performance
FLIGHT PATH is available
¾ From DPATO or, as an
alternative, no later than 60
m (200 ft) above the take-
off surface with the critical
power-unit inoperative, the
conditions of Performance
Class1 should be met.
6. ENROUTE – ¾ The take-off mass is such
ONE ENGINE that it is possible, in case of
the critical power-unit
INOP failure occurring at any
point of the flight path, to
continue the flight to an
appropriate landing site and
achieve the minimum flight
altitudes for the route to be
flown.
¾ VMC to OEI performance
available
¾ An operator shall be
satisfied that from DPATO
or, as an alternative, no
later than 200 ft above the
take-off surface, with the
critical power unit
inoperative the
requirements of JAR-OPS
3.495(a)(1), (2) and (b) are
met. = PC 1.
¾ VFR= In OEI
Configuration maintain Crz
level to 1000 above
destination.
¾ IFR = a rate of climb of at
least 50 ft/minute OEI at 1
000 ft or 2 000 ft above
terrain in areas of
mountainous terrain
¾ PC1 enroute procedures
must be meet.
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¾ The responsibility for
obstacle clearance during
climb to LSALT rests with
the pilot-in-command.
¾ No OEI accountability is
required until Vyse is
reached.
¾ VFR – In OEI
configuration must be able
to maintain 500 terrain
clearance to a location
suitable for an OEI landing.
¾ IFR - The helicopter, in the
OEI configuration, shall be
capable of maintaining a
1% gradient of climb at the
LSALT required to reach
the destination or a suitable
OEI landing area.
¾ Drift down techniques may
be used.
¾ VMC until OEI
performance available
¾ The operator and the PIC
must ensure the OEI T/O
flight path clears significant
obstacles by:
- 35 feet for VFR ops
- 35 feet plus 0.01DR
for IFR operations
¾ VFR – In OEI
configuration must be able
to maintain 500 terrain
clearance to a location
suitable for an OEI landing.
¾ IFR - The helicopter, in the
OEI configuration, shall be
capable of maintaining a
1% gradient of climb at the
LSALT required to reach
the destination or a suitable
OEI landing area.
 HELICOPTER PERFORMANCE STANDARDS
COMPARISION TABLE
7. APPROACH & ¾ Achieve a rate of climb of ¾ Achieve a rate of climb of
LANDING 150 ft/min at 300 m (1 000 150 ft/min at 300 m (1 000
ft) above the level of the ft) above the level of the
heliport with the critical heliport with the critical
power-unit inoperative. power-unit inoperative.
¾ In case of the critical ¾ In case of the critical
power-unit failure power-unit failure
occurring at or before the occurring at or before the
DPBL, either to perform a DPBL, either to perform a
safe forced landing or to safe forced landing or to
overshoot. overshoot, or
¾ The helicopter can carry out
a safe forced landing.
¾ When complying with the
above consideration should
include both the destination
and any alternate required.
11 of 16
¾ Be capable of a 1%
gradient of climb at the
LSALT or minimum safe
altitude as applicable.
¾ No OEI accountability is
required from a point on the
approach path after which
Vyse cannot be maintained.
¾ The responsibility for
obstacle clearance during
missed approach rests with
the PIC.
¾ Achieve a rate of climb of
1% climb gradient at 300 m
(1 000 ft) above the level of
the heliport with the critical
power-unit inoperative.
¾ In case of the critical
power-unit failure
occurring at or before the
LDP, either to perform a
safe forced landing or to
overshoot.
¾ OEI at or before LDP,
execute a baulked landing
clearing the HLS and
obstacles in the flight path.
 HELICOPTER PERFORMANCE STANDARDS
COMPARISION TABLE
ICAO
PERFORMANCE
CLASS 3
9 PAX or less
1. CERTIFIED ¾ Category A or B
PERFORMANCE
CATEGORY
2. OBSTACLE ¾ Required
DATA &
CLEARANCE
3. TAKE-OFF ¾ The mass of the helicopter
LIMITATIONS at take-off should not
exceed the maximum take-
off mass specified in the
flight manual for a hover in
ground effect with all
power-units operating at
take-off power, taking into
account the parameters
specified in 2.2.
¾ If conditions are such that a
hover in ground effect is
not likely to be established,
the take-off mass should
not exceed the maximum
mass specified for a hover
out of ground effect with all
power-units operating at
JAR
PERFORMANCE
CLASS 3
9 PAX or less
¾ Category A or B
¾ Required
¾ Operations are only
conducted from/to those
heliports and over such
routes, areas and diversions
contained in a non-hostile
environment, except [for
the take-off and landing
phase as provided in (b)
below].
¾ (b) An operator may
conduct operations to/ from
a heliport located outside a
congested hostile
environment, without an
assured safe forced landing
capability during the take-
off and landing phases (see
ACJ
12 of 16
CURRENT CASA
POLICY
Charter OPS
(No Specified pax No.)
Transport Cat. &
Normal Cat. Helicopters.
¾ Cat B
¾ Required but not specified
by dimension.
¾ The maximum gross weight
for take off is limited to that
at which, in the ambient
conditions, the helicopter
can maintain a zero
gradient of climb at 500
feet above the take off level
in the OEI configuration.
¾ No risk management
considerations applied in
standard, except the PIC is
to assess the potential risk
of danger to persons or
property on the ground.
CASR 133
CLASS 3
9 PAX or less
¾ Category A or B
¾ Required
¾ The mass of the helicopter
at take-off should not
exceed the maximum take-
off mass specified in the
flight manual for a hover in
ground effect with all
power-units operating at
take-off power, taking into
account the parameters
specified.
¾ The operator must include
in the company OM, SOPs
for T/O from any HLS
where T/O in ground effect
is not possible.
 HELICOPTER PERFORMANCE STANDARDS
COMPARISION TABLE

take-off power, OPS 3.540(b)):

(1) during take-off; before
¾ Obstacles must be
reaching Vy or 200 ft above the
considered
take off surface; or
(2) during landing; below 200 ft
above the landing surface;
provided the operator has been
granted a relevant approval by
the Authority in accordance
with Appendix 1 to JAR-OPS
3.517(a).
¾ (c) An operator shall ensure
that operations are not
conducted:
(1) out of sight of the
surface;
(2) at night;
(3) when the ceiling is less
than 600 ft; or
(4) when the visibility is
less than 800m.

4. TAKE-OFF ¾ Not specifically considered ¾ Not specifically considered ¾ Not considered Not specifically considered
FROM except for OM procedures.
ELEVATED
HELIPORT OR
HELIDECK /
BACK UP
PROCEDURES

5. TAKE-OFF ¾ The take-off mass should
FLIGHT PATH be such that the climb path
provides adequate vertical
clearance above all
¾ An operator shall ensure
that:
¾ The take-off mass does not
exceed the maximum take-
¾ No OEI accountability is
required until Vyse is
reached.
¾ No criteria specified in
¾ The operator of a rotorcraft
engaged in air transport
operations must ensure that
the take-off flight path

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 HELICOPTER PERFORMANCE STANDARDS
COMPARISION TABLE

obstacles located along the
climb path, all engines
operating.
¾ (b) in the event of a power
off mass specified for a regard to continued climb clears significant obstacles
hover in ground effect with from that point to 500’ by a vertical distance of not
all power units operating at AGL. less than 15 ft.
take-off power. If
conditions are such that a
hover in ground effect is
not likely to be established,
the take-off mass shall not
exceed the maximum
takeoff mass specified for a
hover out of ground effect
with all power units
operating at take-off power.
unit failure, the helicopter
is able to perform a safe
forced landing, except
when operated in
accordance with the
alleviation contained in
sub-paragraph 3.540([b]).

6. ENROUTE – ¾ The take-off mass is such
ONE ENGINE that it is possible to achieve
the minimum flight
INOP altitudes for the route to be
flown, all engines
operating.
¾ An operator shall ensure
that:
¾ The helicopter is able, with
all power units operating
within the maximum
continuous power
conditions specified, to
continue along its intended
route or to a planned
diversion without flying at
any point below the
appropriate minimum flight
altitude; and in the event of
¾ The helicopter, in the OEI
configuration, shall be
capable of maintaining 500
feet terrain clearance to a
location suitable for an OEI
landing.
¾ Drift down techniques are
acceptable to meet this
requirement
¾ The operator of a rotorcraft
must ensure that the
rotorcraft is able, with all
power units operating, to
continue along its intended
route or to a planned
diversion without flying at
any point below the
appropriate minimum flight
altitude.

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COMPARISION TABLE
7. APPROACH & ¾ Not to exceed the
LANDING maximum landing mass
specified in the flight
manual for a hover in
ground effect with all
power-units operating at
take-off power, taking into
account the met parameters.
¾ If conditions are such that a
hover in ground effect is
not likely to be established,
the take-off mass should
not exceed the maximum
mass specified for a hover
out of ground effect
¾ Able to perform a balked
landing, all engines
operating, at any point of
the flight path and clear all
obstacles
a power unit failure, the
helicopter is able to
perform a safe forced
landing.
¾ An operator shall ensure ¾ At the destination or the ¾ The operator of a rotorcraft
that: single-engine alternate, the that is intending to land at a
helicopter in the OEI HLS that permits
¾ The landing mass of the
configuration, shall be termination of the approach
helicopter at the estimated
capable of maintaining a in ground effect must
time of landing does not
zero gradient of climb at ensure that the landing
exceed the maximum
500 feet above the landing weight of the rotorcraft at
landing mass specified for a
level. the estimated time of
hover in ground effect, with
landing does not exceed the
all power units operating at ¾ No OEI accountability is
maximum landing weight
take-off power. If required from a point on the
specified for a hover in
conditions are such that a approach path after which
ground effect, with all
hover in ground effect is Vyse cannot be maintained.
power units operating at
not likely to be established,
take-off power.
the landing mass shall not
exceed the maximum
landing mass specified for a
hover out of ground effect
with all power units
operating at take-off power.
¾ ([b]) in the event of a power
unit failure, the helicopter
is able to perform a safe
forced landing, except
when operated in
accordance with the
alleviation contained in
sub-paragraph 3.540(a)(2)
or 3.540([b])[ ].
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 HELICOPTER PERFORMANCE STANDARDS
COMPARISION TABLE

General Notes:

1. In ICAO - Performance Class 3 operations are not to be performed:

a) out of the sight of the surface; or
b) at night; or
c) when the cloud ceiling is less than 180 m (600 ft).

Note.— The text of 2.3 contains an interpretation of the principle of “appropriate consideration” for a safe forced landing
(contained in Section II, Chapter 3, 3.1.2). For States which take advantage of Section II, Chapter 3, 3.4, or which have risk
assessed exposure and/or permitted night VFR operations, 2.3 should be replaced with an appropriately constructed alternative
text.

2. In JAR OPS 3 Helicopter EMS (HEMS) operations are conducted in accordance with JAR OPS Part 3 except for the variations outlined
in Appendix 1 to JAR-OPS 3.005(d), which refers to:
¾ A limit on performance class 3 operations over a hostile environment without approval from the NAA.
¾ Helicopters operating to or from HEMS operating sites in hostile environments shall as much as possible be
operated to performance class 1.
¾ HEMS rotorcraft of > 5700kg MTOW shall be operated Performance Class 1.
¾ Minimum crew for HEMS night operations is two pilots or 1 pilot + I HEMS crew member in approved areas.
¾ JAR-OPS 3.005(d) specifies HEMS operating Wx minima.
¾ JAR-OPS 3.005(e) outlines PC2 and PC3 alleviations for ops over a hostile environment outside a congested
area.
¾ JAR-OPS 3.005(i) outlines PC2 alleviations for ops into public interest sites. These are sites used exclusively
for operations in the public interest. However these will only be approved with a main risk and contingency
plan in place should an incident occur.

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