The helicopter types that could take advantage of this alleviation were always limited as it depended upon the issue of a type certificate before the advent of Appendix C.
When the text was first provided, the intent was made clear; however, implementation of the policy rested with the JAA member States. This has changed and the assessment is now made at EASA.
It is not clear how it could be axed (does that mean that helicopters which have been assessed will not now be permitted to operate in PC1 or 2?). That would constrain a large number of AS355s, A109s and Bo105s to operating only in PC3.
When contemplating the removal of the alleviation, consideration has to be given to all rules - not just those which are concerned with take-off and landing. For example, helicopters operating in PC3 (only) have to be suitably equipped with over-water equipment as soon as leaving the shore. They are also prevented from operating over a hostile environment (including a congested hostile environment) or at night.
The alleviation is concerned with two primary elements: that (enumerated in the guidance) which is part of the design and which provides engine isolation and fire protection; and that which is required to meet the performance criteria.
When providing the alleviation, the concern was primarily with the former as that is constrained by the design of the type and cannot be easily added at a later stage. (Appreciation of the whole issue can be obtained by comparing the list of Part 29 requirements which is contained in Appendix C of Part 27 with that which is contained in the JAR-OPS guidance.)
As was said in opening, the list of types that could take advantage of the alleviation is finite and we may be reaching that point where all have now been considered. This could mean that the alleviation would remain in the Operational Code but no further assessments would be necessary.
Jim
Last edited by JimL; 5th Apr 2011 at 09:26.
Reason: Grammar