United Nations Peacekeeping Missions Military Aviation Unit Manual (April 2021)

ROTARY WINGS - MEDICAL EVACUATION (MEDEVAC)

Task Description. MEDEVAC entails the evacuation of patients, including wounded personnel, between two medical facilities; either

within (in-theatre) or out of the mission area. A MEDEVAC should be conducted, depending on the medical urgency to save lives.

Conditions: The military aviation unit receives a mission to conduct MEDEVAC. The military aviation unit coordinates with the mission

generating headquarters to ensure the appropriate resources are available. All coordination is completed, and the flight crew is notified of its aerial

MEDEVAC mission.

STANDARDS:

Upon receipt of this mission, the military aviation unit commanders direct the staff to conduct its mission analysis to ensure that the

helicopter is appropriately configured for the expected type and nature of casualties or patient(s) to be transported. Specified and

implied tasks are examined, along with flight routes, communications, and control measures.

Military aviation unit commander conducts map reconnaissance, mission rehearsals and other mission preparation.

Planning considerations and preparations include:

Helicopter capabilities (availability of specialized equipment for en route medical care, including stretchers certified and/or for aeronautical

use, approved by the TCC HQ).

• Crew capabilities and training standards.

• Availability of adequately trained aero-medical evacuation crew.

• Weather conditions, terrain and safety altitude.

• Aeronautical information (AIP, NOTAM, airspace).

• Adequate support planning including necessary medical supplies.

• A medical risk assessment to ensure the patient’s condition is within acceptable safety standards.

• Medical Treatment Facilities (levels 1, 2 and 3) should be notified and ready to receive the patient.

• Special consideration should be given for MEDEVAC flights for patients suffering from high-epidemic deceases (Ebola) as per LOA

adhering all the necessary precautionary measures.

Medical facility provides transport of patient(s) to dedicated departure location (HLS).

Crew is briefed and provided with the following information

• Number and priority of patients

• Type of special equipment required

• Number and type of litter or ambulatory patients

Medical personnel or AMET including in preparation and execution of the task.

Flight crew conducts the air movement observe, conduct reconnaissance, and report as required.

Receiving Medical installation is expecting reception of patient(s) at destination.

Flight crew prepares and submits its report after accomplishment of the assigned mission.

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Internal de-briefing is conducted to improve on preparation and conduct of the mission.

Minimum Required Training Standards:

• Appropriate category rating

• Appropriate class rating (Qualified and current on type)

• Appropriate and valid medical certification of the crew

• Meeting the UN minimum crew requirement for pilot-in-command and co-pilot

• CASEVAC team / crew must be capable of dealing with the most severe injuries

• Personnel involved in the MEDEVAC must be trained to provide adequate resuscitation, stabilization and en route care so that the

casualty’s condition does not deteriorate because of the evacuation.

• All personnel involved in the operation must be trained in Basic Life Support and competent in basic first aid. Personnel must also

observe basic barrier protection methods when dealing with human body fluids.

ROTARY WINGS - SPECIALIZED OPERATIONS (AIR ASSAULT/QRF/RAPPELLING/FAST ROPING/PARA-DROP/HELOCASTING)

Task Description. It is an air movement of UN forces with rotary-wings to engage and destroy hostile forces, to seize and hold key terrain,

or secure, destroy, disrupt or fix specific hostile forces, and interdicting hostile withdrawal routes in protection of forces or groups in accordance

with the mandate.

Conditions. The military aviation unit receives a mission to transport infantry or designated quick reaction troops in a conflict zone to, in

example, assault an objective or provide a quick reaction response. After a detailed operational risk assessment, an appropriate combination of

helicopters and an experienced, well trained crew is dispatched for the mission.

STANDARDS:

Upon receipt of the mission, the military aviation unit commanders direct the staff to conduct a mission analysis for information critical

to the mission’s success. Specified and implied tasks are examined, along with flight routes, communications, and control measures.

Military aviation unit commander conducts map reconnaissance, mission rehearsals and other mission preparation.

Planning considerations and preparations include:

• Type of mission

• Helicopter capabilities

• Crew capabilities and training standards.

• Detailed briefings and coordination on air assault techniques and tactics by concerned agencies and units.

• Coordination required between different types of helicopters (utility and attack).

• Area of operations.

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Security situation/threat analysis.

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Weather conditions (VMC).

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Aeronautical information (AIP, OTAM, airspace).

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Terrain, obstacles and safety altitude.

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Host nation clearance, if not given in the LOA.

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Adequate admin and logistics planning including fuel and ammunition.

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Air assault techniques and training plus coordination with ground troops.

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Rules of Engagement.

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Contingency planning for recovery of a downed helicopter.

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Developing a temporary Forward Operating Base (FOB).

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Refueling arrangements in the FOB.

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Medical cover for any casualties.

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Combat search & rescue - CSAR.

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Protective gear for the aircrews.

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Dusty landing preparatory training & SOP.

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Modified maintenance SOPs for dusty unprepared operations.

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Level of armor protection of the helicopters.

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Minimum operating altitude of the surveillance helicopters accompanying the cargo helicopters.

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Pilots training for formation flying.

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Inadvertent Instruments Meteorological Conditions (IIMC) training.

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NVG capability and training, especially for unprepared landings in the field.

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Prior insertion of landing zone (LZ) protection party on utility helicopters.

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Prior sanitization of the area, especially the landing zone LZs by attack / armed helicopters, if available.

Coordination measures such as air to ground communication to avoid fratricide are in place.

Training and coordination with ground troops conducted incl. detailed mission rehearsal.

Crew is briefed and provided with the following information

• Type of mission

• Area of operation

• Time of operation

• Threat assessment

• Type of munitions to be used

• Weather briefing/NOTAMs

• Safety altitude for engagement

• Low flying hazards

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• Provide appropriate frequencies for both flights following and ground troops.

• Communication failure procedures

• Formation flying considerations / separation, changing station, take-off and landing sequence

• Weight and balance calculation, if required

• Inadvertent Instruments Meteorological Conditions (IIMC)

• Crew resources management

• Instrument Flying Rules - Departures, Arrivals and En-route charts

• Flight directions and GPS preparation

• Refueling responsibility

• Downed helicopter SOP revision

Security and support of the landing zones (LZs) by attack / armed helicopters (if available) provided.

Prior to insertion, landing zones cleared by ground parties and reported to main party.

Flight crew conducting the air movement observe, conduct reconnaissance, and report as required.

Internal coordination and reporting in the air party (eg. UH and AH) and with the ground forces is always maintained.

Follow up tasks, e.g. close support, armed reconnaissance in support of the ground forces is provided (until ground forces objective is

achieved).

Flight crew prepares and submits its report after accomplishment of the assigned mission.

Internal de-briefing is conducted to improve on preparation and conduct of the mission.

Minimum Required Training Standards:

• Appropriate category rating

• Appropriate class rating (Qualified and current on type)

• Appropriate and valid medical certification of crew

• Meeting the UN minimum crew requirement for pilot-in-command and co-pilot

• Mission specific training for the crew

ROTARY WINGS - SEARCH AND RESCUE (SAR)

Task Description. Search and Rescue consists of operational tasks to locate, communicate with, and recover personnel from isolated

areas in a permissive environment. Search and Rescue is a specialized operation performed by rescue forces to affect the recovery of distressed

personnel. Search and rescue is a technical activity rendered by a group of specially trained personnel. Immediate extraction is another concept of

utilizing the available force for launching a quick rescue operation.

Conditions. The unit receives a mission to conduct search and rescue operations in support of a missing or overdue aircraft, helicopter,

ground troops or personnel trapped in any emergency. Search and Rescue operations can be conducted over a wide variety of inhospitable terrain,

water bodies or disaster-hit areas requiring high performance in aircrews and aircraft. Search and Rescue missions require thorough planning and

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assessment to dispatch the appropriate crew and suitably configured helicopters.

STANDARDS SAR:

Upon receipt of the mission, the military aviation unit commanders direct the staff to conduct a mission analysis for information critical

to the mission’s success. Specified and implied tasks are examined, along with flight routes, communications, and control measures.

Military aviation unit commander conducts map reconnaissance, mission rehearsals and other mission preparation.

Any special equipment needed such as hoists, slings, winches, firefighting buckets, etc., along with the helicopters and special skills the

crew may require are identified.

Planning considerations and preparations include:

• Helicopter capabilities (including availability of required specialized equipment, such as winch).

• Adherence with Mission Aviation SAR SOP

• Crew capabilities and training standards (including special missions).

• Area of operations and nature of terrain.

• Nature of the situation which demands SAR (Sea rescue, fire rescue, flood rescue, etc).

• Appropriate search patterns/techniques.

• General security situation/threat analysis.

• Weather conditions, obstacles and safety altitude.

• Aeronautical information (AIP, NOTAM, airspace).

• Appropriate support planning for maximum search endurance (including provisions for extra fuel tanks).

Crew is briefed and provided with the following information

• Type of mission along with type of search to be conducted

• Area of operation

• Time of operation

• Threat assessment

• Weather briefing / NOTAMs

• Appropriate frequencies for both flights following and ground troops

• Communication failure procedures

• The condition of helicopter landing site or landing surface

• Formation flying considerations / separation, changing station, t/o and landing sequence

• Weight and balance calculation, if required

• Inadvertent Instruments Meteorological Conditions (IIMC)

• Crew resources management

• Instrument Flying Rules - Departures, Arrivals and En-route charts

• Flight directions and GPS preparation

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• Refueling responsibility

• Downed helicopter SOP revision

Crews conducting the air movement observe, conduct reconnaissance, and report as required.

Crew prepares and submits its report after accomplishment of the assigned mission.

Internal de-briefing is conducted to improve on preparation and conduct of the mission.

Minimum Required Training Standards:

• Search and Rescue plans must be prepared and rehearsed in advance

• Appropriate category rating

• Appropriate class rating (qualified and current on special missions)

• Appropriate and valid medical certification of aircrew

• Meeting the UN minimum crew requirement for pilot-in-command and co-pilot

ROTARY WINGS - SEARCH AND RESCUE (CSAR)

Task Description. CSAR refers to specialized operations in which an isolated person or persons have to be recovered from non-permissive

environments, typically with the existence of threats to the recovery force. It is a strategic operation. A CSAR mission includes many assets and may

be carried out by a task force of helicopters, ground-attack aircraft, aerial refueling tankers and an airborne or ground command post. It can involve

ground forces such as Versatile Specialized Aviation Section (VSAS). This mission is prepared and conducted after a planning process. The timeline

for CSAR is beginning of the incident +1h to 1 week.

Conditions. The unit receives a mission to conduct combat search and rescue operations in support of a person, persons or ground troops

to be recovered from hostile environments. Combat Search and Rescue operations is conducted in hostile environments requiring high performance

in aircrews and aircraft. Combat Search and Rescue missions require thorough planning (usually, depending on the complexity of the environment

up to 1 week) and assessment to dispatch the appropriate crew and suitably configured helicopters and requires.

STANDARDS CSAR:

Upon receipt of the mission, the military aviation unit commanders direct the staff to conduct a mission analysis for information critical

to the mission’s success. Specified and implied tasks are examined, along with flight routes, communications, and control measures as

well as special equipment identified to perform the task.

Military aviation unit commanders conduct map reconnaissance, mission rehearsals and other mission preparation.

Planning considerations and preparations include:

• Assets capabilities (including availability of required specialized equipment, such as winch).

• Crew capabilities and training standards (including special missions).

• Area of operations and nature of terrain.

• Nature of the situation which demands CSAR (down pilot, threats, environment…).

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• Appropriate search techniques.

• SOPs

• General security situation/threat analysis.

• Weather conditions, obstacles and safety altitude.

• Aeronautical information (AIP, NOTAM, airspace).

• Appropriate support planning for maximum search endurance (including provisions for extra fuel tanks).

• Coordination with task forces

Crew is briefed and provided with the following information

• Type of mission along with type of search to be conducted

• Area of operation

• Time of operation

• Threat assessment

• Weather briefing / NOTAMs

• Appropriate frequencies for both flights following and ground troops

• Communication failure procedures

• The condition of helicopter landing site or landing surface

• Formation flying considerations / separation, changing station, t/o and landing sequence

• Weight and balance calculation, if required

• Inadvertent Instruments Meteorological Conditions (IIMC)

• Crew resources management

• Instrument Flying Rules - Departures, Arrivals and En-route charts

• Flight directions and GPS preparation

• Refueling responsibility

• Downed helicopter SOP revision

Coordination and preparation with ground forces performed.

Communication and information exchanged with embarked ground forces on situation esp. in the planned landing zone.

Flight crew conducting the air movement observe, conduct reconnaissance, and report as required.

Flight crew prepared to provide CS/CCA to ground troops.

Crew prepares and submits its report after accomplishment of the assigned mission.

Internal de-briefing is conducted to improve on preparation and conduct of the mission.

Minimum Required Training Standards:

• Appropriate pilot and crew qualifications for specific aircraft types

• Meeting the UN minimum crew requirement for pilot-in-command (PIC) and co-pilot (CP)

• Appropriate and valid medical certification of the crew

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• Routine flying / special mission checks conducted

• Navigation preparations for the route carried out

• CSAR Area of Responsibility (CSAR AOR) defined

• Restricted Operation Zone (ROZ) defined

Observe the Minimum Required Training Standards related to CASEVAC missions

• Be capable to locate the aircrew or isolated personnel (survivor) by visual or electronic search methods to pinpoint the survivor’s

location and permit recovery

• Provide communication with the survivor by radio or visual signaling to conduct CSAR authentication

• Recover and return the survivor to a friendly area and provide the necessary medical assistance

ROTARY WINGS - SEARCH AND RESCUE (CIMEX)

Task Description. IMEX refers to specialized opportunity operations in which an isolated person or persons are recovered from hostile

environments, typically with the existence of immediate threats to the recovery force. It is a tactical operation. A CIMEX is conducted with military

UN aviation assets already engaged in the operation. For this mission, the UN commander can dedicate in advance, assets for that mission or use

the aviation assets already engaged. For instance, ground troops such as VSAS can be tasked for that mission.

Conditions. The unit receives a mission to conduct a Combat Immediate Extraction Operation in support of an isolated person or persons

from an immediate threat. The operation is conducted in hostile environments (to the recovery force) requiring high performance in aircrews and

aircraft. Combat Immediate Extraction Operations require almost immediate reaction, so the planning and preparation requires training and

coordination in advance (contingency operation) for involved ground and air assets and rehearsed tactics, techniques and procedures (TTPs).

Usually these types of operations are carried out by elements of an Air Special Forces Task Group (ASOTG).

STANDARDS CIMEX:

Upon receipt of the mission, the military aviation unit commanders direct the staff to conduct a mission analysis for information critical

to the mission’s success. Specified and implied tasks are examined, along with flight routes, communications, and control measures.

Military aviation unit commanders conduct map reconnaissance, mission rehearsals and other mission preparation.

Planning considerations and preparations include:

• Assets capabilities (including availability of required specialized equipment, such as winch).

• Embarked troop capabilities.

• Own support capabilities.

• Area of operations and nature of terrain.

• Playtime.

• SOPs

Crew is briefed and provided with the following information

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• Type of mission along with type of search to be conducted

• Area of operation

• Time of operation

• Threat assessment

• Weather briefing / NOTAMs

• Appropriate frequencies for both flights following and ground troops

• Communication failure procedures

• The condition of helicopter landing site or landing surface

• Formation flying considerations / separation, changing station, t/o and landing sequence

• Weight and balance calculation, if required

• Inadvertent Instruments Meteorological Conditions (IIMC)

• Crew resources management

• Instrument Flying Rules - Departures, Arrivals and En-route charts

• Flight directions and GPS preparation

• Refueling responsibility

• Downed helicopter SOP revision

Crews conducting the air movement observe, conduct reconnaissance, and report as required.

Crew prepares and submits its report after accomplishment of the assigned mission.

Internal de-briefing is conducted to improve on preparation and conduct of the mission.

Minimum Required Training Standards:

• Appropriate qualifications for specific mission

• Meeting the UN minimum requirements

• Appropriate and valid medical certification of the personnel

• CSAR Area of Responsibility (CSAR AOR) defined

• Restricted Operation Zone (ROZ) defined

Observe the Minimum Required Training Standards related to CASEVAC missions

• Provide communication with the survivor by radio or visual signaling to conduct CSAR authentication

• Recover and return the survivor to friendly control and provide the necessary medical assistance

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FIXED WING - PASSENGER/VIP TRANSPORTATION

Task Description. Passenger transportation is an air movement of passengers, including VIP, from one location to another, using UN

aviation assets. Military aircraft operating under a Letter of Assist (LOA) must meet contributing nation and UN standards for military aviation

operations and comply with the terms and conditions of the LOA.

Conditions. The unit receives a mission to move troops, personnel, VIPs, support personnel and liaison officers via air movement. The

unit assesses the requirement, type and size of aircraft necessary and provides appropriate airframe and crew to accomplish the mission safely.

STANDARDS:

Upon receipt of the mission, the aviation staff conducts mission analysis for:

• Information critical to the mission’s success.

• Specified and implied tasks are examined, along with flight routes, communications and control measures.

• Military aviation unit commanders conduct map reconnaissance, mission rehearsals (if necessary) and other mission preparation.

• The crews conducting the air movement must observe, conduct reconnaissance, and report as required.

Passenger Flight: Planning considerations

• Aircraft capabilities (including self-protection, availability, and suitability of passenger safety equipment and design features etc.).

• Crew capabilities and qualifications.

• Command and Control.

• Terrain and safety altitude.

• Weather conditions including day/night operations.

• Aeronautical information (AIP, NOTAM, airspace).

• General security situation of route and destination.

• Host nation clearance if not given in the LOA.

• Support planning for primary and alternate destinations.

• Flight plan filing as per UN/host nation rules.

• Weight and balance calculations.

• Fuel arrangements and its fitness certification.

• Avoidance of excessively dusty landing conditions.

• Inadvertent Instruments Meteorological Conditions (IIMC) Plan.

• Wearing of protection gear by the aircrews.

• Protection arrangements by the ground forces in case of an aircraft grounded at a landing site due to technical reason.

Crew is briefed and provided with the following information

• Type of mission

• Area of operation

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• Time of operation

• Threat assessment

• Airspace limitations / restrictions

• Weather briefing / NOTAMs

• Provide appropriate frequencies for both flights following and ground troops

• Communication failure procedures

• Navigational preparations for the route to be flown

• Formation flying considerations / separation, changing station, t/o and landing sequence

• Weight and balance calculation, if required

• Inadvertent Instruments Meteorological Conditions (IIMC)

• Crew resources management

• Instrument Flying Rules - Departures, Arrivals and En-route charts

• Flight directions and GPS preparation

• Refueling responsibility

• Downed aircraft SOP revision

The unit must be able to sustain its personnel and equipment for 24/7 operations.

Flight crew performs aerial command and control tasks while transporting passengers.

Flight crew determines movement and manoeuvre conditions.

Flight crew identifies safety and security threats and briefs the Passengers.

Flight crew prepares and submits its report after accomplishment of the assigned mission.

Internal de-briefing is conducted to improve on preparation and conduct of the mission.

Minimum Required Training Standards:

• Appropriate pilot and crew qualifications for specific aircraft types

• Meeting the UN minimum crew requirement for pilot-in-command (PIC) and co-pilot

• Appropriate and valid medical certification of the crew

• Routine flying / special mission checks conducted

• Navigation preparations for the route carried out

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FIXED WING - CARGO TRANSPORTATION

Task Description. This task involves the carrying or moving of cargo within the Mission by UN aircraft. As with passenger transportation,

military aircraft operating under a Letter of Assist (LOA) must meet contributing nation and UN standards for military aviation operations and

comply with the terms and conditions of the LOA.

Conditions. The unit receives a mission to move materiel, equipment, ammunition, supplies, food, water, or any other approved materials

via air movement. The unit assesses the requirement, type and size of aircraft necessary and provides appropriate airframe and crew to accomplish

the mission safely.

STANDARDS:

Upon receipt of the mission, the aviation staff conducts mission analysis for:

• Information critical to the mission’s success.

• Specified and implied tasks are examined, along with flight routes, communications and control measures.

• Military aviation unit commanders conduct map reconnaissance, mission rehearsals (if necessary) and other mission preparation.

• The crews conducting the air movement must observe, conduct reconnaissance, and report as required.

Planning Considerations

• Loading/of loading plan (locations, procedures, handling equipment).

• aircraft capabilities.

• Crew capabilities/training standards.

• Cargo manifest and segregation of dangerous goods

• Coordination measures such as air-to-ground communications.

• Loading as per cargo packing list and manifest.

• Specialized equipment requirements for sling, jib crane, etc.

• Weather conditions.

• Aeronautical information (AIP, NOTAM, airspace).

• Weight and volume according to the aircraft’s allowable limits.

• Type of cargo (dangerous goods or fragile cargo).

• Terrain, obstacles, build-up areas and safety altitude.

• Host nation clearance if required as per LOA.

• Support planning for primary and alternate destination.

• Filing of flight plan as per UN/host nation rules.

• Serviceability of quick release mechanism of the load.

Inadvertent Instruments Meteorological Conditions (IIMC) Plan.

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Crew is briefed and provided with the following information

• Type of mission

• Area of operation

• Time of operation (from base to base)

• Threat assessment

• Airspace limitations / restrictions

• Weather briefing / NOTAMs

• Minimum safe altitude

• Known hazards and conditions of the landing destination

• Provide appropriate frequencies for both flights following and ground troops

• Communication failure procedures

• Special briefing in case of dangerous goods

• The condition of aircraft landing site at the destination.

• Formation flying considerations / separation, changing station, t/o and landing sequence

• Weight and balance calculation, if required

• Inadvertent Instruments Meteorological Conditions (IIMC)

• Crew resources management

• Instrument Flying Rules - Departures, Arrivals and En-route charts

• Flight directions and GPS preparation

• Refueling responsibility

Downed aircraft SOP revision

Flight crews are able to perform aerial command and control tasks during transportation of cargo.

Flight crew determines movement and manoeuvre conditions.

Flight crew identifies safety and security threats and briefs the Passengers.

Flight crew prepares and submits its report after accomplishment of the assigned mission.

Internal de-briefing is conducted to improve on preparation and conduct of the mission.

Flight crew determines movement and manoeuvre conditions.

Minimum Required Training Standards:

• Appropriate category rating

• Appropriate class rating (qualified and current on type)

• Appropriate and valid medical certification of the crew

• Meeting the UN minimum crew requirement for pilot-in-command and co-pilot

Crew proficiency in handling specialized equipment

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FIXED WING - TRANSPORTATION OF DANGEROUS GOODS

Task Description. Dangerous Goods is an international standard term for goods, items or substances that when transported by aircraft in

certain quantities presents a potential risk to people, health, safety, property and/or the environment. This task involves the carrying or moving of

Dangerous Goods cargo within the Mission by UN aircraft, refer to para 1.5.5. As with passenger transportation, military aircraft operating under a

Letter of Assist (LOA) must meet contributing nation and UN standards for military aviation operations and comply with the terms and conditions

of the LOA.

Conditions. Once the requirement to transport DGs is received, the military aviation unit assesses the type and size of cargo, special

handling and storage facilities required and provides a suitably equipped aircraft and crew to accomplish the mission safely.

STANDARDS:

A suitably equipped and configured aircraft is made available along with the equipment and specially trained personnel required for

loading and offloading DGs. All mission equipment and special storage facilities are serviceable, and the necessary coordination

accomplished for DG transportation to the desired location.

Planning Considerations

• Proper inspection by qualified personnel before packaging.

• Dangerous Goods packaging, labeling and segregation.

• Aircraft capabilities (availability of specific DG handling/loading/unloading. equipment and qualified crew).

• All other considerations for cargo transportation remain valid.

Crew is briefed and provided with the following information

• Type of mission

• Area of operation

• Time of operation (from base to base)

• Threat assessment

• Airspace limitations / restrictions

• Weather briefing / NOTAMs

• Minimum safe altitude

• Known hazards and conditions of the landing destination

• Appropriate frequencies for both flights following and ground troops

• Communication failure procedures

• The condition of landing surfaces

• Actions for handling DG emergencies in flight

Flight crews are able to perform aerial command and control tasks during transportation of cargo.

Flight crew determines movement and maneuver conditions.

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Flight crew identifies safety and security threats and briefs the Passengers.

Flight crew prepares and submits its report after accomplishment of the assigned Mission.

Internal de-briefing is conducted to improve on preparation and conduct of the mission.

Minimum Required Training Standards:

• The TCC should include DGs as part of the crew training program to increase cabin awareness of:

• The risks involved in carrying DGs by air.

• Handling DG incidents onboard the aircraft.

• Appropriate pilot and crew qualifications for specific aircraft types

• Appropriate and valid medical certification of the crew

• Meeting the UN minimum qualification requirement for pilot-in-command and co-pilot

• Routine flying / special mission checks conducted

• Navigation preparations for the route carried out

FIXED WING - SURVEILLANCE AND RECONNAISSANCE

Task Description. The surveillance and/or reconnaissance task is to obtain relevant information to provide the necessary early warning

to the force. This activity, also requires, the availability of day and night electro-optical and infra-red sensor(s). This task may require, for light

attack aircraft, to locate and engage hostile forces. Surveillance - The systematic observation of aerospace, cyberspace, surface, or subsurface

areas, places, persons, or things by visual, aural, electronic, photographic, or other means. Reconnaissance - A mission undertaken to obtain, by

visual observation or other detection methods, information about the activities and resources of an opposing forces, or to secure data concerning

the meteorological, hydrographic, or geographic characteristics of a specific area.

Conditions. The military aviation unit receives a mission to conduct aerial reconnaissance and / or surveillance operations. Aerial

reconnaissance and surveillance operations can include zone, route, area reconnaissance and / or surveillance. This mission can be included in both

troop and equipment movements. Flight crews should always conduct reconnaissance and surveillance of the route they fly and report any

information deemed significant. Force Headquarters will process the products generated by the military unit and determine its operational value.

STANDARDS:

Upon receipt of the mission, the military aviation unit commanders direct the staff to conduct a mission analysis for information critical to

the mission’s success. Specified and implied tasks are examined, along with flight routes, communications, and control measures.

Military aviation unit commanders conduct map reconnaissance, mission rehearsals and other mission preparation.

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Crew is briefed and provided with the following information

• Type of mission

• Area of operation

• Time of operation (from base to base)

• Threat assessment

• ROEs for aerial engagement

• Airspace limitations / restrictions

• Weather briefing / NOTAMs

• Minimum safe altitude

• Known hazards and conditions of the aircraft landing sites

• Provide appropriate frequencies for both flight-following and ground troops

• Communication failure procedures

• Formation flying considerations / separation, changing station, t/o and landing sequence

• Weight and balance calculation, if required

• Inadvertent Instruments Meteorological Conditions (IIMC)

• Crew resources management

• Instrument Flying Rules - Departures, Arrivals and En-route charts

• Flight directions and GPS preparation

• Refueling responsibility

• Downed aircraft SOP revision

Flight crews are able to perform aerial command and control tasks while on surveillance missions.

Crews are able to determine movement and manoeuvre conditions including strengths and weaknesses of static and moving forces.

Military aviation unit is able to provide information necessary to allow peacekeeping forces to maintain freedom of manoeuvre, and, if

necessary, manoeuvre against hostile elements to minimize their ability to affect UN peacekeeping efforts.

Observations about opposing factions or terrain are recorded using visual, photographic, infrared or electronic on board and manually

operated equipment.

Crew prepares and submits its report after accomplishment of the assigned mission.

Internal de-briefing is conducted to improve on preparation and conduct of the mission.

Minimum Required Training Standards:

• Appropriate pilot and crew qualifications for specific aircraft types

• Appropriate and valid medical certification of the crew

• Meet the UN minimum crew requirement for pilot-in-command and co¬pilot

• Routine flying / special mission checks conducted

• Navigation preparations for the route carried out

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• Minimum Survey Height. The minimum clearance height during aerial reconnaissance is 500 ft. If an aerial reconnaissance survey is to

be flown at less than 159 m (500 ft) it should be flown after conducting a detailed risk analysis considering:

• Terrain relief and vegetation

• Aircraft type

• Aircrew flight and duty times

• Threat assessment

FIXED WING - AERIAL DELIVERY OPERATIONS

Task Description. It is an aerial supply by parachute or airdrop; or an insertion of specialized parachute troops. Aerial supply. This

requirement might be in the aftermath of natural calamities like earthquakes or floods where landing facilities may not be available or when other

means are not available or less efficient. In case of parachute troops requirement. Peace operations may request Aerial Delivery Operations for

inserting specialized parachute troops if required in support of a UN mandate. Conducting aerial delivery operations requires aircraft and crew that

have been specially configured and trained respectively for that purpose.

Conditions. The military aviation unit receives a mission to conduct a parachute drop of supplies and equipment in an operational or

emergency-stricken area. After detailed assessment of the requirement, the unit prepares an appropriate aircraft suitably equipped to perform the

task and ensures availability of the crew required for the mission.

STANDARDS:

Upon receipt of the mission, the aviation staff conducts mission analysis for:

• Information critical to the mission’s success.

• Specified and implied tasks are examined, along with flight routes, communications and control measures.

• Military aviation unit commanders conduct map reconnaissance, mission rehearsals (if necessary) and other mission preparation.

The crews conducting the air movement must observe, conduct reconnaissance, and report as required.

Planning Considerations

• Aircraft capabilities (specially configured for parachute operations).

• Crew capabilities and training standards.

• Availability of parachute rigging/packing/repacking facilities.

• Coordination for drop zone selection and marking.

• Aeronautical information (AIP, NOTAM, airspace).

• Area of operations, weather conditions and safety altitude.

• General security situation/threat analysis.

• Availability of loadmasters / jumpmaster.

• All other considerations for cargo transportation remain valid

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Crew is briefed and provided with the following information

• Type of mission

• Area of operation and drop Zone preparation

• Time of operation (from base to base)

• Threat assessment

• Airspace limitations / restrictions

• Weather briefing / NOTAMs

• Minimum safe altitude

• Number of troops to be dropped

• Type of cargo to be dropped

• Known hazards and conditions of the landing destination

• Provide appropriate frequencies for both flights following and ground troops

• Communication failure procedures

• Special briefing in case of dangerous goods

• The condition of aircraft landing site at the destination.

• Formation flying considerations / separation, changing station, t/o and landing sequence

• Weight and balance calculation, if required

• Inadvertent Instruments Meteorological Conditions (IIMC)

• Crew resources management

• Instrument Flying Rules - Departures, Arrivals and En-route charts

• Flight directions and GPS preparation

• Refueling responsibility

• Downed aircraft SOP revision

Flight crews are able to perform aerial command and control tasks during transportation of cargo.

Flight crew determines movement and manoeuvre conditions.

Flight crew identifies safety and security threats and briefs the parachute troops.

Flight crew prepares and submits its report after accomplishment of the assigned mission.

Internal de-briefing is conducted to improve on preparation and conduct of the mission.

Minimum Required Training Standards/Self-Evaluation Criteria:

• Rigger Proficiency

• Appropriate category rating.

• Appropriate class rating (qualified and current on type).

• Appropriate and valid medical certification of crew

• Meeting the UN minimum crew requirement for pilot-in-command and co-pilot.

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• Routine flying / special mission checks conducted

• Navigation preparations for the route carried out

FIXED WING - CASEVAC

Task Description. As with rotary-wing operations, CASEVAC is defined as the primary evacuation of any casualty from the Point of Injury

to the closest appropriate medical facility, utilizing the most appropriate means of transportation. Medical research proves that the risk of death or

permanent disability is significantly reduced if people are treated as soon as possible after the onset of a life-threatening injury or illness. Based on

this evidence, it is of utmost importance that appropriate life, limb and eyesight saving procedures are provided as quickly as possible. Established

optimal CASEVAC timings are referred to as the 10-1-2 timeline.

Conditions. The military aviation unit receives a mission to evacuate seriously injured personnel to the initial medical treatment facilities.

After detailed mission assessment, the unit provides a suitably equipped aircraft and crew to accomplish the mission in the shortest possible

timeframe.

STANDARDS:

Upon receipt of this mission, the military aviation unit commanders direct the staff to conduct its mission analysis to ensure that the

helicopter is appropriately configured for the expected type and nature of casualties or patient(s) to be transported. Specified and implied

tasks are examined, along with flight routes, communications, and control measures.

Military aviation unit commander conducts map reconnaissance, mission rehearsals and other mission preparation.

Planning considerations and preparations include:

• Aircraft capabilities (configured to carry lying and sitting personnel). The aircraft must be configured with original equipment or

certified for aeronautical use and approved by TCC HQ.

• Crew capabilities and training standards.

• Availability of AMET

• Forecasted casualty rate (in case of a sustained military/humanitarian operation).

• Nature and disposition of nearest health facilities.

• Number and type of evacuation platforms available.

• Area of operations, weather conditions, safety altitude.

• Aeronautical information (AIP, NOTAM, airspace).

• General security situation/threat analysis.

• Flight planning and necessary UN and host nation clearances.

• Adequate support planning.

Crew is briefed and provided with the following information

• Number and priority of patients

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• Type of special equipment required

• Number and type of litter or ambulatory patients

Medical personnel or AMET is involved in preparation and briefing for the task.

Flight crew conducts the air movement observe, conduct reconnaissance, and report as required.

Flight crew prepares and submits its report after accomplishment of the assigned mission.

Internal de-briefing is conducted to improve on preparation and conduct of the mission.

Minimum Required Training Standards:

• Appropriate category rating

• Appropriate class rating (qualified and current on type)

• Appropriate and valid medical certification of the crew

• Meeting the UN minimum crew requirement for pilot-in-command and co-pilot

• Routine flying / special mission checks conducted

• Navigation preparations for the route carried out

FIXED WING - MEDEVAC

Task Description. As with rotary-wing operations, Medical Evacuation (MEDEVAC) in fixed-wing operations entails the evacuation of a

patients, including wounded personnel, between two medical facilities; either within (in-theatre) or out of the mission area. A MEDEVAC should be

conducted, depending on the medical urgency to save lives.

Conditions. The military aviation unit receives a mission to transport seriously injured or ill personnel to an advanced medical treatment

facility located far from the departure point. After detailed mission analysis, the unit provides an appropriate aircraft suitably equipped with

medical facilities and air and medical crew to accomplish the mission safely.

STANDARDS:

Upon receipt of this mission, the military aviation unit commanders direct the staff to conduct its mission analysis to ensure that the

aircraft is appropriately configured for the expected type and nature of casualties or patient(s) to be transported. Specified and implied

tasks are examined, along with flight routes, communications, and control measures.

Military aviation unit commander conducts map reconnaissance, mission rehearsals and other mission preparation.

Planning considerations and preparations include:

• Aircraft capabilities (configured for en route medical care). The aircraft must be configured with original equipment or certified for

aeronautical use and approved by TCC HQ.

• Crew capabilities and training standards.

• Availability of AMET

• A risk assessment should be completed by a medical assessment team, fully assigned and transferred to the aircraft crew, to ensure that

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the risks involved are understood and the level of risk is within acceptable safety standards.

• Ensure proper documentation of flight safety assurance/doctor-certified patient risk assessment and fitness to travel by air.

• Medical Treatment Facilities (levels 2 and 3 clinics) should be notified and ready to receive the patient.

• Area of operations, weather conditions, safety altitude.

• Aeronautical information (AIP, NOTAM, airspace). o General security situation/threat analysis.

• Flight planning and necessary clearances in accordance with UN and host nation rules.

• Appropriate admin and logistics support planning.

Medical facility provides transport of patient(s) to dedicated departure location.

Crew is briefed and provided with the following information

• Number and priority of patients

• Type of special equipment required

• Number and type of litter or ambulatory patients

Medical personnel or AMET including in preparation and execution of the task.

Flight crew conducts the air movement observe, conduct reconnaissance, and report as required.

Receiving Medical installation is expecting reception of patient(s) at destination.

Flight crew prepares and submits its report after accomplishment of the assigned mission.

Internal de-briefing is conducted to improve on preparation and conduct of the mission.

Minimum Required Training Standards:

• Appropriate category rating

• Appropriate class rating (qualified and current on type)

• Appropriate and valid medical certification of the crew

• Meeting the UN minimum crew requirement for pilot-in-command and co-pilot

• Proficiency of on-board medical staff

• Navigation preparations for the route carried out

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FIXED WING - SEARCH OPERATIONS

Task Description. A search operation is the use of any aircraft to prepare and execute an air operation to search for potentially or actually

distressed person(s) on land or at sea in a permissive environment and in support of SAR operations.

Conditions. The military aviation unit receives a mission to use fixed-wing assets for prepare and execute an air operation to search for

potentially or actually distressed person(s) on land or at sea in a permissive environment and in support of SAR operations.

STANDARDS:

Upon receipt of the mission, the military aviation unit commanders direct the staff to conduct a mission analysis for information critical to

the mission’s success. Specified and implied tasks are examined, along with flight routes, communications, and control measures.

Military aviation unit commander conducts map reconnaissance, mission rehearsals and other mission preparation.

Any special equipment needed such as life rafts, survival kits, etc., along with the aircraft and special skills the crew may require are

identified.

Planning considerations and preparations include:

• Aircraft capabilities (including availability of required specialized equipment, such as winch).

• Adherence with Mission Aviation SAR SOP.

• Crew capabilities and training standards (including special missions).

• Area of operations and nature of terrain.

• Nature of the situation which demands the mission (Sea, fire, flood, etc).

• Appropriate search patterns/techniques.

• General security situation/threat analysis.

• Weather conditions, obstacles and safety altitude.

• Aeronautical information (AIP, NOTAM, airspace).

Appropriate support planning for maximum search endurance (including provisions for extra fuel tanks).

Crew is briefed and provided with the following information

• Type of mission along with type of search to be conducted

• Area of operation

• Time of operation

• Threat assessment

• Weather briefing / NOTAMs

• Appropriate frequencies for both flights following and ground troops

• Communication failure procedures

• The condition of helicopter landing site or landing surface

• Formation flying considerations / separation, changing station, t/o and landing sequence

• Weight and balance calculation, if required

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• Inadvertent Instruments Meteorological Conditions (IIMC)

• Crew resources management

• Instrument Flying Rules - Departures, Arrivals and En-route charts

• Flight directions and GPS preparation

• Refueling responsibility

• Downed aircraft SOP revision

Crews conducting the air movement observe, conduct reconnaissance, and report as required.

Crew prepares and submits its report after accomplishment of the assigned mission.

Internal de-briefing is conducted to improve on preparation and conduct of the mission.

Minimum Required Training Standards:

• Appropriate category rating

• Appropriate class rating (Qualified and current on type)

• Appropriate and valid medical certification of the crew

• Meeting the UN minimum crew requirement for pilot-in-command and co-pilot

• Navigational preparations for the route and area to be searched

FIXED WING - AIR PATROL

Task Description. Aerial patrols are provided over an objective area, critical portion of the area of operations, or other UN area of

responsibility for the purpose of observing and gathering important early warning information.

Conditions. The military aviation unit receives a mission to use fixed-wing assets for patrolling over an objective or critical part of a

peacekeeping area of responsibility with the purpose of gathering early warning of imminent activity using both visual and electronic means.

After detailed mission analysis, the unit provides a suitably equipped aircraft and crew to accomplish the mission safely and efficiently.

STANDARDS:

Upon receipt of the mission, the military aviation unit commanders direct the staff to conduct a mission analysis for information critical to

the mission’s success. Specified and implied tasks are examined, along with flight routes, communications, and control measures.

Military aviation unit commander conducts map reconnaissance, mission rehearsals and other mission preparation.

Planning considerations and preparations include:

• Aircraft capabilities (including self-protection, design and equipment to perform the mission).

• Crew capabilities and training standards.

• Area of operations, terrain, obstacles, weather conditions and safety altitude.

• Aeronautical information (AIP, NOTAM, airspace).

• General security situation/threat analysis.

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• Filing of flight plan and necessary UN and host nation clearances.

• Support planning for maximum flight range and endurance.

Coordination measures such as air to ground communication to avoid fratricide are in place.

Training and coordination with ground troops conducted incl. detailed mission rehearsal.

Crew is briefed and provided with the following information

• Type of mission

• Area of operation

• Time of operation

• Threat assessment

• Type of munitions to be used

• Weather briefing/NOTAMs

• Safety altitude for engagement

• Low flying hazards

• Provide appropriate frequencies for both flights following and ground troops.

• Communication failure procedures

• Formation flying considerations / separation, changing station, take-off and landing sequence

• Weight and balance calculation, if required

• Inadvertent Instruments Meteorological Conditions (IIMC)

• Crew resources management

• Instrument Flying Rules - Departures, Arrivals and En-route charts

• Flight directions and GPS preparation

• Refueling responsibility

• Downed aircraft SOP revision

Flight crew conducting the air movement observe, conduct reconnaissance, and report as required.

Flight crew prepares and submits its report after accomplishment of the assigned mission.

Internal de-briefing is conducted to improve on preparation and conduct of the mission.

Minimum Required Training Standards:

• Appropriate category rating

• Appropriate class rating (qualified and current on type)

• Appropriate and valid medical certification of the crew

• Meeting the UN minimum crew requirement for pilot-in-command and co-pilot

• Navigational preparations for the objective / critical area to be patrolled

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FIXED WING - ARMED RECONNAISSANCE

Task Description. Reconnaissance by a light attack aircraft to locate and engage as per ROE, in a non-permissive area, rather than to

attack predesignated targets.

Conditions. The military aviation unit receives a mission for conducting armed reconnaissance to locate and engage targets of

opportunity or planned targets within the rules of engagement defined by the Mission mandate. Armed reconnaissance can be both reactive and

pro-active in nature. After fully comprehending the senior field commander’s intent, the military

STANDARDS:

Upon receipt of the mission, the military aviation unit commanders direct the staff to conduct a mission analysis for information critical

to the mission’s success. Specified and implied tasks are examined, along with flight routes, communications, and control measures.

Military aviation unit commander conducts map reconnaissance, mission rehearsals and other mission preparation.

Planning considerations and preparations include:

• Command and control

• Aircraft capabilities (including self-protection, design and equipment to perform the mission).

• Crew capabilities and qualifications.

• Terrain.

• Obstacles / heights in reconnaissance area.

• Weather conditions.

• Aeronautical information (AIP, NOTAM, airspace).

• Minimum safe altitude.

• General security situation/threat analysis.

• Ammunition to be used.

• Availability of required logistical support.

• The number of aircrafts to perform the mission (recommendation: 2, for mutual support in case of emergencies).

• Host nation clearance if not given in the LOA.

• Flight plan filing as per UN/host nation rules.

• Rules of Engagement.

• Threat assessments of hostile Anti-Aircraft weapons.

• Clear identification of own forces and friendly population in the area of operation.

• RT communication / guidance by own intelligence elements on ground amongst the population.

• Inadvertent Instrument Metrological Conditions (IIMC) Plan.

Crew is briefed and provided with the following information

• Type of mission

• Area of operation

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• Time of operation

• Threat assessment

• Type of munitions to be used

• Weather briefing / NOTAMs

• Safety altitude for engagement

• Low flying hazards

• Appropriate frequencies for both flights following and ground troops

• Communication failure procedures

• Formation flying considerations / separation, changing station, t/o and landing sequence

• Weight and balance calculation, if required

• Inadvertent Instruments Meteorological Conditions (IIMC)

• Crew resources management

• Instrument Flying Rules - Departures, Arrivals and En-route charts

• Flight directions and GPS preparation

• Refueling responsibility

• Downed aircraft SOP revision

Flight crew is prepared to engage hostile forces while adhering to the UN mandate and rules of engagement.

Flight crew is simultaneously conducting reconnaissance, observing and reporting.

Military Aviation unit prepared to provide information necessary to allow peacekeeping forces to maintain freedom of manoeuvre, and,

if necessary, manoeuvre against hostile elements to minimize their ability to affect UN peacekeeping efforts.

Observations about hostile elements or terrain are recorded using visual, photographic, infrared or electronic on board and manually

operated equipment.

Flight crew is able to transit from show-of-force missions to defensive actions or to deliberate and sustained attack on hostile elements

as authorized depending on the development of the situation and/or requests of ground forces.

Flight crew prepares and submits its report after accomplishment of the assigned mission.

Internal de-briefing is conducted to improve on preparation and conduct of the mission.

Minimum Required Training Standards:

• Appropriate category rating;

• Appropriate class rating (qualified and current on type);

• Appropriate and valid medical certification of the crew;

• Meeting the UN minimum crew requirement for pilot-in-charge and co-pilot; and

• Mission-specific crew training.

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FIXED WING - CLOSE SUPPORT (CS)

Task Description. It is an air action against hostile targets that are in close proximity to friendly forces and that requires detailed

integration of each air mission with the fire and movement of those forces. Close Support is an element of the joint fire support. This fires directly

support land, maritime, amphibious, and special operations forces to engage hostile forces, combat formations, and facilities in pursuit of tactical

and operational objectives.

Conditions. The unit receives a mission to provide Close Support (CS) to UN personnel engaged in any one of a variety of operations (e.g.,

operations against hostile elements, escorting transport helicopters through hazardous airspace or destroying targets endangering the safety and

security of UN personnel, assets or unarmed civilians). The military aviation unit is able to provide the required support with available assets and

crews in the shortest possible timeframe, ensuring safe mission accomplishment.

STANDARDS:

Upon receipt of the mission, the military aviation unit commanders direct the staff to conduct a mission analysis for information critical to

the mission’s success. Specified and implied tasks are examined, along with flight routes, communications, and control measures.

Military aviation unit commanders conduct map reconnaissance, mission rehearsals and other mission preparation.

Planning considerations and preparations include:

• Aircraft capabilities (must be designed and equipped to perform close support tasks).

• Crew capabilities and training standards.

• Detailed briefing and coordination between concerned agencies and units.

• Area of operations.

• Security situation and threat analysis.

• Terrain /obstacles and safety altitude.

• Weather conditions.

• Aeronautical information (AIP, NOTAM, airspace).

• Coordination measures such as air to ground communication to avoid fratricide.

• Ammunition that is consistent with Mission mandate.

• Measures to avoid and minimize collateral damage.

• Host nation clearance if not given in the LOA.

• Admin and logistics support planning for the mission’s duration.

• Rules of Engagement.

• Develop standard message formats in coordination with the ground troops for calling fire.

Coordination measures such as air to ground communication to avoid fratricide are in place.

Standard message formats are coordinated with the ground troops for fire support request.

Crew is briefed and provided with the following information

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• Type of mission

• Area of operation

• Time of operation

• Threat assessment

• Type of munitions to be used

• Weather briefing/NOTAMs

• Safety altitude for engagement

• Low flying hazards

• Provide appropriate frequencies for both flights following and ground troops.

• Communication failure procedures

• Formation flying considerations / separation, changing station, take-off and landing sequence

• Weight and balance calculation, if required

• Inadvertent Instruments Meteorological Conditions (IIMC)

• Crew resources management

• Instrument Flying Rules - Departures, Arrivals and En-route charts

• Flight directions and GPS preparation

• Refueling responsibility

• Downed aircraft SOP revision

Flight crew detects and deters any hostile or aggressive activities while ensuring no collateral damage.

The unit provides CAS in both reactive and pro-active operations within the rules of engagement and UN mandate.

Flight crew prepares and submits its report after accomplishment of the assigned mission.

Internal de-briefing is conducted to improve on preparation and conduct of the mission.

Minimum Required Training Standards:

• Appropriate category rating;

• Appropriate class rating (qualified and current on type);

• Appropriate and valid medical certification of the crew;

• Meeting the UN minimum crew requirement for pilot-in-command and co-pilot; and

• Mission-specific crew training.

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ANNEX B- UAS

UAS - INTELLIGENCE, SURVEILLANCE AND RECONNAISSANCE (ISR)

Task Description. The ISR task is to obtain relevant information to provide the necessary early warning to the force.

Conditions. The military aviation unit receives a mission to use UAS assets for ISR over an area. The main mission consists of employing

UAS to ensure availability of required ISR support.

STANDARDS:

The UAS unit should be able to provide the required ISR support and exploitation in accordance with the tasking directed by the U2.

Planning considerations

• Commander`s intent (mission goals).

• Effects to be generated.

• Command and Control.

• Platform (Fixed-wings, rotary-wings and UAS) capabilities, including self-protection, design and equipment to perform the intended

tasks.

• Crew capabilities and qualifications.

• Terrain features.

• Obstacles on the ground.

• Weather conditions.

• Aeronautical information (AIP, NOTAM, airspace).

• Minimum safe altitude.

• General security situation/threat analysis.

• Clearance from host nation.

• Adequate support planning.

• Flight plan according to UN and host country rules.

• Rules of Engagement.

Crew is briefed and provided with the following information

• Type of mission;

• Area of operation;

• Time of operation (from base to base);

• Threat assessment;

• Airspace limitations / restrictions;

• Weather briefing / NOTAMs;

• Minimum safe altitude;

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• Provision of appropriate frequencies for both flights following and ground troops;

• Special coordination measures;

• Communication failure procedures; and

• Link (RPA-RPS) failure procedures

Crews are able to perform aerial command and control tasks while on surveillance missions.

Crews are able to determine movement and manoeuvre conditions including strengths and weaknesses of static and moving forces.

Military aviation unit is able to provide information necessary to allow peacekeeping forces to maintain freedom of manoeuvre, and, if

necessary, manoeuvre against hostile elements to minimize their ability to affect UN peacekeeping efforts.

Observations about opposing factions or terrain are recorded using visual, photographic, infrared or electronic on board and manually

operated equipment.

Crew prepares and submits its report after accomplishment of the assigned mission.

Internal de-briefing is conducted to improve on preparation and conduct of the mission.

Minimum Required Training Standards:

• Appropriate category rating;

• Appropriate and valid medical certification of the crew;

• Compliance with the UN minimum crew requirement for pilot-in-command; and

• Conduction of routine flying / special mission checks.

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UAS - COMMUNICATION RELAY

Task Description. The Communication Relay consists of employing the UAS to ensure the flow of information between UN forces (air and

ground).

Conditions. The military aviation unit receives a mission to use UAS assets for communication relay over an area. The main mission

consists of employing UAS to ensure the flow of information among United Nations forces (air and ground).

STANDARDS:

The UAS should be able to provide communication between troops on ground or aircraft air to air.

Planning considerations:

• Command and Control.

• General security situation/threat analysis.

• Placements of the elements in the scene.

• Airspace coordination.

• RPAS capabilities, including self-protection, design and equipment to perform the intended task.

• Crew capabilities and qualifications.

• Terrain features.

• Obstacles on the ground.

• Weather conditions.

• Aeronautical information (AIP, NOTAM, airspace).

• Adequate support planning.

• Flight plan according to UN and host country rules.

• ROE.

Crew is briefed and provided with the following information

• Type of mission;

• Area of operation;

• Time of operation (from base to base);

• Threat assessment;

• Airspace limitations / restrictions;

• Weather briefing / NOTAMs;

• Minimum safe altitude;

• Provision of appropriate frequencies for both flights following and ground troops;

• Special coordination measures;

• Communication failure procedures; and

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• Link (RPA-RPS) failure procedures.

Crews are able to perform aerial command and control tasks while on surveillance missions.

Crews are able to determine movement and manoeuvre conditions including strengths and weaknesses of static and moving forces.

Military aviation unit is able to provide information necessary to allow peacekeeping forces to maintain freedom of manoeuvre, and,

if necessary, manoeuvre against hostile elements to minimize their ability to affect UN peacekeeping efforts.

Observations about opposing factions or terrain are recorded using visual, photographic, infrared or electronic on board and manually

operated equipment.

Crew prepares and submits its report after accomplishment of the assigned mission.

Internal de-briefing is conducted to improve on preparation and conduct of the mission.

Minimum Required Training Standards:

• Appropriate category rating;

• Appropriate and valid medical certification of the crew;

• Compliance with the UN minimum crew requirement for pilot-in-command; and

• Conduction of routine flying / special mission checks.

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UAS - SEARCH OPERATIONS

Task Description. A search operation is the use of any aircraft to prepare and execute an air operation to search for potentially or actually

distressed person(s) on land or at sea in a permissive environment and in support of SAR operations.

Conditions. The military aviation unit receives a mission to use UAS assets to gather information and detect any activity using sensors.

After detailed mission analysis, the unit provides a suitably equipped and appropriate RPA (Sensor) with crew to accomplish the mission safely and

efficiently.

STANDARDS:

A properly configured UAS is made available for the assigned task ensuring availability of experienced crew and adequate C²

communications to report, in real time, useful information that can be converted into actionable intelligence for ground force commanders

Planning considerations

• Aircraft capabilities (availability of mission specific equipment).

• Adherence with Mission Aviation SAR SOP.

• Operators’ capabilities and training standards.

• Area of operations, obstacles on the ground, safety altitudes, weather conditions.

• Aeronautical information (AIP, NOTAM, airspace).

• General security situation/threat analysis.

• Flight plan according to UN and host country rules.

• Adequate support planning.

Crew is briefed and provided with the following information

• Type of mission;

• Area of operation;

• Time of operation (from base to base);

• Threat assessment;

• Airspace limitations / restrictions;

• Weather briefing / NOTAMs;

• Minimum safe altitude;

• Provision of appropriate frequencies for both flights following and ground troops;

• Special coordination measures;

• Communication failure procedures; and

• Link (RPA-RPS) failure procedures.

• Crews conducting the air movement observe, conduct reconnaissance, and report as required.

Crew prepares and submits its report after accomplishment of the assigned mission.

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ANNEX B - JOINT OPERATIONS

JOINT OPERATIONS

Task Description. These are the integrated military activities of two or more UN components, such as Army, aviation assets, marine and

police forces.

Conditions. The military aviation unit receives a mission to conduct joint operations: integrated operations with other UN components

such as ground or maritime troops, Marines or the UN Police. Joint operations can be conducted over open operational areas or in built-up areas,

like cities and other populated areas. Joint operations require the highest degree of coordination between the participating components to ensure

mission success. Thorough planning and assessment are required to dispatch the appropriate crew and suitably configured RPAS for Joint

operations.

STANDARDS:

Upon receipt of this mission, the military aviation unit commanders direct the staff to conduct mission analysis and thorough coordination

with the supported troops. The coordination must include communication arrangements, recording of the Forward Line of Own Troops

and the extent of UN and hostile presence in the area of responsibility

The aviation staff conducts its mission analysis for information critical to the mission success.

Military aviation unit commanders conduct map reconnaissance, mission rehearsals (if necessary) and other mission preparations.

Planning considerations

• Crew capabilities and training standards.

• Coordination for overall command and control of operation.

• Detailed briefings and coordination with concerned agencies and units.

• Appropriate logistics support, including fuel.

• Area of operations, terrain features, obstacles and safety altitudes.

• General security situation/threat analysis.

• Weather conditions.

• Aeronautical information (AIP, NOTAM, airspace).

• Airspace coordination of the flight area.

• Coordination to appropriate air-to-ground communications.

• Measures to avoid/minimize collateral damage.

• Necessary clearances from UN and host nation.

• ROE.

• CONOPS.

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Crew is briefed and provided with the following information

• Type of mission;

• Area of operation;

• Time of operation (from base to base);

• Threat assessment;

• Airspace limitations / restrictions;

• Weather briefing / NOTAMs;

• Minimum safe altitude;

• Provision of appropriate frequencies for both flights following and ground troops;

• Special coordination measures required;

• Communication failure procedures; and

Link (RPA-RPS) failure procedures.

The flight crew must observe, conduct reconnaissance, and report as required.

Crew prepares and submits its report after accomplishment of the assigned mission.

Internal de-briefing is conducted to improve on preparation and conduct of the mission.

Minimum Required Training Standards:

• Appropriate category rating;

• Appropriate Sensor Operator qualifications for specific sensor types;

• Appropriate and valid medical certification of the crew;

• Compliance with the UN minimum crew requirement for pilot-in-command and Sensor Operator;

• Conduction of routine flying / special mission checks; and

• Navigational preparations for the route and area to be searched.

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Annex C

Self-Evaluation Sample Checklists

For Pre-Deployment and In-Mission

Pre-Deployment

Pre-Deployment Self-Evaluation

Serial

Evaluation

Remarks

Determining Factors

Understanding the importance of self-

evaluation. Is the aviation unit personnel open to

understand the importance of self-evaluation pre-

mission and in-mission and the aims with it? It is the

commander’s responsibility to educate the

personnel about this aspect.

Generic Peacekeeping Skills. Are all personnel of

the military aviation unit trained on and sensitized

to the generic policy guidelines and directives of

conducting peacekeeping operations? Do they

demonstrate a clear understanding of these

guidelines and directives?

Basic Aviation Capabilities. Is the unit able to

perform basic aviation capabilities based on the

type of unit?

Mission-Specific Capabilities. Is the unit able to

perform mission-specific aviation capabilities based

on the task and type of UN Mission?

Operational Aviation Tasks. Is the unit already

familiar with and capable of performing the

different operational aviation tasks expected of it?

Aviation Safety. Does the unit have an aviation

safety program (refer Annex D), and all personnel of

the unit trained in aviation safety?

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Organization. Is the unit organized into task-

oriented groups with the appropriate support

structure for its type of UN operations?

Leadership. Is the military aviation unit chain

of command capable, responsive and made

accountable to deliver in a peacekeeping

environment?

Staff. Is the military aviation unit staff

integrated, trained and capable of planning,

organizing, coordinating and directing the

assigned tasks / operations in the peacekeeping

environment?

Training. Has the military aviation unit

undertaken peacekeeping oriented and

mission-specific training and achieved the

requisite standards?

Resources. Is the unit carrying or in possession

of the required number of personnel and

minimum essential equipment as per the SUR /

MOU and Mission requirements?

Maintenance Management. Is the military

aviation unit capable of maintaining a minimum

serviceability rate of 75 % and does it have the

ability to perform preventive maintenance,

recovery and repair in situ?

Logistics. Are the subordinate units and flights

configured for independent and self-sustained

logistics

capability

(food,

water,

accommodation, hygiene and sanitation,

transport, medical, etc.)?

Medical. Do unit personnel meet the requisite

physical and psychological medical standards

and have they passed a periodic medical

examination?

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Regulatory Understanding. Are unit

personnel aware of applicable UN rules,

regulations, and the code of conduct? Do they

possess a high standard of professionalism and

regulatory awareness?

Morale and Motivation. Are unit personnel

well motivated to operate in a complex,

restrictive, multinational and multidimensional

environment while maintaining high morale?

Legal. Do unit personnel and military aviation

unit commanders clearly understand the

responsibility to adhere to, promote and protect

the legal framework for UN Peacekeeping

Operations with specific reference to SOFA,

SOMA, ROE, Human Rights and Humanitarian

Law, other relevant international legal statutes

and host nation laws?

Evaluation. Has the unit carried out a formal

self-evaluation, have shortcomings been

identified and rectified, and have the TCC

authorities certified the unit to be fit for

deployment in the Mission as scheduled?

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In-Mission

Pre-Deployment Self-Evaluation

Serial

Evaluation

Remarks

Determining Factors

Performance. Does the unit perform its

mission essential tasks effectively and safely as

per peacekeeping norms and Mission SOPs?

Shortcomings. Has the unit taken corrective

actions on performance shortcomings observed

by the unit, COE team or Mission leadership?

Skills Refresher Training. Does the chain of

command ensure that unit personnel skills are

kept up to date based on their basic

qualification standards?

In-Mission Training. Is the unit carrying out

periodic in-mission refresher, task oriented and

Mission-specific training as per TCU guidelines?

Flight Safety Program. Does the unit ensure

safety and standardization when conducting

aviation operations, risk assessment, search

and rescue planning and ground safety? (refer

Annex D)

Aircraft Serviceability. Is the unit carrying out

periodic inspections and maintenance based on

aircraft technical manuals?

Conduct and Discipline. Does the unit

continue to maintain the highest standards of

conduct and discipline in accordance with the

MoU?

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Appendix 1 to Annex C - Example

This Appendix provides an example of a completed operational competencies check list; it provides a basis for how the table should be

completed. The completed form should be accompanied by a statement from each nation declaring the number of aircraft and crews that

they are bringing to the operation / exercise.

# of

Remarks /

Competency

Qualified

Current

Day

Night

NVD/NVG

National Limitations

Crews

Trained to minimum separation distance of 2 rotor spans by day

Section (2 ac)

and 4 rotor spans by night / NVG.

Trained to minimum separation distance of 2 rotor spans by day

Flight (3-4 ac)

and 4 rotor spans by night / NVG.

Low Level Flying

Contour Flying

Nap of the Earth

Minimum height for night / NVG operations 50ft AGL

(NOE)

Underslung Loads

Water Bucket

Helicopter not equipped with water bucket

Limitations (e.g. weather, light, crew day, etc.):

- Nation X has 4 operational crews available for the period of Operation Y.

- For day operations crews are limited to weather of minimum cloud base 300ft and visibility 1500m. Crew duty is limited to 8 hours flying.

- For night operations (including NVG) crews are limited to minimum cloud base 500ft and visibility 3000m. Crew duty is limited to 4 hours

flying during a period of darkness.

- Minimum light levels that crew can fly over the land at night is 10 millilux.

- Crews require 10 hours uninterrupted rest after flying ceases.

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Annex D

Aviation Safety

Flight planning is undertaken to provide assurance that aviation operations are conducted

effectively and in the safest possible manner, with the associated risks identified and

reduced or controlled to prevent harm or damage. Safety Assurance in the context of the

military unit is the planned and systematic actions necessary to afford adequate confidence

that the military aviation unit and the related safety program achieves an acceptable or

tolerable level of Safety. Safety Assurance activities include safety performance monitoring

and measurement, management of change and continuous improvement of safety

management. The UN aviation safety system is outlined in the UN Aviation Safety Manual.

The Military Aviation Unit, while having its own safety program and policies, must also

interface with the UN aviation safety system and cooperate with the UN Aviation Safety Unit

activities and functions within the Mission.

Aviation Safety is not only a Commander`s responsibility but is a responsibility that

everyone associated with aviation has in terms of thinking and acting in a way that makes

sure aviation safety is at its highest standard. It contributes to the operative effect and force

preservation and sustainment.

1. Introduction

This annex emphasizes the significance of aviation safety and Aviation Risk Management

and should be read in conjunction with the DPO-DOS Aviation Safety Guidelines, Aviation

Safety Manual 2012 and DOS Aviation Risk Management Policy. Military Aviation Unit

Commanders are strongly advised to embrace accident prevention measures that protect

their people, equipment and readiness. Safety programs promote mission success by

preventing accidents and improving working conditions by, amongst other things,

removing hazards, accelerating fault analysis and conducting preventative maintenance.

Effective Military Aviation Unit Commanders are committed to safety programs that assure

the continuous availability of aviation assets for Mission requirements.

2. Flight Safety

Flight safety is a state of mind, an atmosphere that must become an integral part of

individual and unit procedures, being part of the unit’s aviation safety culture. The

International Civil Aviation Organization (ICAO) defines safety as, “the state in which the

possibility of harm to persons or of property damage associated with aviation

activities, related to, or in direct support of the operation of aircraft are reduced to, and

maintained at or below, an acceptable level through a continuing process of hazard

identification and safety risk management.” In other words, safety is a combination of

required conditions so that a flight reaches its destination with maximum preservation of

life and equipment and minimum risk of accident.

3. Safety Responsibilities

a. Military Aviation Unit Commander

Aviation safety and accident prevention is a command responsibility, but also everyone`s

responsibility who are associated with aviation activities and operations. Safety

enhances mission effectiveness by protecting the people, skills and equipment that

provide the Mission its aviation capability. Safety must be integrated into all aspects of

unit’s activities including operational use, maintenance of aircraft and equipment, and

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flight and ground crew training. Military aviation unit commanders should:

• Appoint a suitable experienced person as Flight Safety Officer and Ground Safety

Officer.

• Inform the aviation unit why and how they are going to work and approach aviation

safety. An important part of aviation safety is the self-evaluation and monitoring safety

performance.

• Identification and correction of accident-producing conditions and practices.

• Prioritize self-evaluation and resolution of accident-producing problems.

• Development of accident prevention methods and safety programs.

• Encouragement of input from air and ground crews to identify and prevent safety

hazards, thus promoting physical and psychological wellbeing, unit morale and

efficiency.

• Delegation of specific authority and responsibilities to individuals in the overall safety

program.

• Measurement and self-evaluation of the aviation accident and risk control measures

producing needed modifications for optimum results.

• Review of technological developments that can be applied to minimize accidents and

aviation risks.

• Formulation of clearly defined and practical SOPs.

• Inclusion of safety considerations, standardization, proficiency standards and flight

safety rules in all unit training activities and programs.

• Ensure aviation risk management processes are followed for aviation activities.

• Ensure that all aviation accidents and incidents are reported and investigated.

• Coordination with the Mission’s Aviation Safety Unit.

b. Flight Safety Officer

Another key person in unit safety is the Flight Safety Officer. He or she should preferably be

a senior aviator and must be trained and committed to organizational safety. For

standardization, Flight Safety Officer duties should include:

• Planning, organizing, implementing and supervising the unit’s Flight Safety Program.

• Assisting and advising the Military Aviation Unit Commander, and other respective

senior officers in the chain of command, on all flight safety matters.

• Reviewing, analyzing and developing flight safety policies, directives, regulations and

SOPs.

• Support all aviation areas/sections of the unit in the risk management process and

the conduct of risk assessments for all aviation activities.

• Conducting periodic flight safety surveys and self-evaluations, making positive

recommendations for correcting noted safety concerns.

• Monitor all aviation safety recommendations for the actions taken and for continuous

improvements to the system.

• Participating and representing the Military Aviation Unit on the periodic Mission

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Aviation Safety Council.

• Identifying and reporting any aircrew psychological problems that may affect their

efficiency and safety.

• Maintaining records, and share reports with the Mission Aviation Safety Unit, of unit

aircraft accidents, incidents, near misses, forced landings, precautionary landings,

operational and maintenance hazard reports, violations, recommendations and

corrective actions taken in each case.

• Conducting preliminary investigations of all unit aviation accidents and incidents.

• Organizing and recording the minutes of unit flight safety meetings on a monthly

basis.

• Coordinating with the Mission Aviation Safety Unit on aviation safety matters.

• Prepare for UN Mission safety visits and assessments of the Military Aviation Unit.

• Coordinating with operations, maintenance, training and medical staff to ensure that

flight safety practices are part of all aviation activities.

• Coordinating all aviation safety training and training program throughout all areas of

the unit and aviation activities.

• Monitoring all aviation training and performing spot checks of flying proficiency in

coordination with the unit’s standardization team.

• Establishing and maintaining a unit plan in the event of accidents and conducting

regular rehearsals to ensure its proficiency. This emergency response plan must be

integrated into the Mission emergency response plan.

4. Flight Safety Planning

The Military Aviation Unit Commander and Flight Safety Officer must highlight actions that

can assist in the establishment of an effective flight safety program. An effective safety

program involves planning so that more time is spent on preventing safety hazards rather

than reacting to accidents. The Flight Safety Officer`s main task should be analyzing the

reported incident/accidents and come up with suggestions to the Commander and how

not to make the same mistake again. The Flight Safety Officer should also analyze not only

probable incoming missions but also what measures that can be taken to prevent

incident/accidents. The solution is not to ground the aircraft but to find the balance

between operational and operative effects with the aim to maximize the operational effect

with enough flight safety. The Flight Safety Officer’s job is to convey to the operators the

rationale behind a safety directive, to identify and anticipate safety hazards and advise

operators on remedial measures before the accident occurs. Some methods for effective

communication and safety planning include:

• Flight Safety Hazard Reporting System. The Flight Safety Officer must initiate an

effective and confidential hazard reporting system that encourages personnel to report

any potential hazard, no matter how seemingly minor, that could develop into something

far more serious if not checked and corrected. The hazards must be reported, via the UN

Aviation Safety Unit, so that they can be shared with other units in order to avoid

accidents, as long as confidentiality is not compromised and does not expose the persons

involved.

• Monthly Flight Safety Meetings. The Flight Safety Officer should organize a monthly

Flight Safety Meeting chaired by the Military Aviation Unit Commander. This meeting

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highlights unit issues and summarizes the command’s safety-related incidents. It is an

opportunity to discuss safety-related trends from the previous month’s performance.

Representatives from subordinate units or sections can take advantage of the meeting to

explain why safety issues persist and can request resources to correct problems.

• Flight Safety Boards, Posters and Bulletins. Safety-related key points that merit

attention in a particular work area can be efficiently publicized by way of dedicated

“Safety Boards,” general bulletin boards and posters. New ideas or approved

amendments concerning safe operation procedures may be posted. Brief narratives with

lessons learned can be added from time to time for the benefit of all personnel.

• Daily Weather and Air Traffic Briefings. is the aircraft captain and aircrew

responsibility with the aid of the mission support element. The Flight Safety Officer must

ensure that operators, especially aircrews, are current on weather and air traffic

conditions, risks and hazards. Daily briefings on these subjects can be arranged allowing

the aircrews and other operators to clarify their concerns about weather and traffic.

• Flight Safety Council. The Flight Safety Officer, in coordination with the Military

Aviation Unit Commander, must establish a flight safety council. The council includes

members from each subordinate branch and unit. The council monitors and ensures

implementation of flight safety rules and regulations in the unit’s daily routine.

5. Full Time Safety Organization

In the pursuit of accident prevention, a full-time safety organization should exist to

monitor, enforce, review, follow up, and manage accident prevention activities. Such

organizations have certain characteristics and responsibilities including:

• Leadership Support. Safety is a leadership responsibility. The unit leadership should

direct safety efforts by providing the required support in terms of command interest,

decision making and providing resources to mitigate safety hazards.

• Systematic Procedures. The safety organization must have approved accident

prevention plans, procedures and guidelines on which safety efforts are based. Without

these plans and guidelines, safety officers will not be able to help the unit progress.

• Creating and Maintaining Interest. Pilots, technicians, air and ground support

crews and other aviation personnel must be periodically reminded of the importance of

accident prevention. The unit safety organization must be innovative and creative to gain

and maintain operator interest in safety activities.

• Striving for Better Working Conditions. Working conditions play an all-important

role in establishing and maintaining an organization’s safety standards. Proper working

conditions have a direct impact on the quality of maintenance, particularly given the

many sensitive items of unit equipment. Units that neglect proper working conditions

are risking parts contamination, technician fatigue and equipment failure.

6. Flight Safety Program

A Flight Safety Program for a military unit has the following elements:

• Management. A demonstrated commitment by the commanders and

service, key personnel, safety organization, responsibilities, and

accountabilities.

• Emergency Plan. What the unit will do in the event of an emergency,

including preparatory training, roles and responsibilities, exercises/drills, and

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interaction with the mission and other agencies.

• Risk Management. The process that the unit will use for managing risks,

decision making, and the acceptable levels of risk.

• Accident Reporting Procedures. Easy to understand and follow

procedures for quick, accurate and detailed accident reporting. This process

must include the reporting to higher command and civilian authorities and the

Mission Aviation Safety Unit.

• Accident/Incident Investigations. All personnel concerned, particularly

Ground and Flight Safety Officers and engineers, should carefully examine

accidents to determine their causes and corrective measures to prevent future

accidents. Additionally, information on the interaction and cooperation with UN

and State investigations.

• Safety Analysis. Supervisors and line managers should analyze trends in

unit faults, incidents, deficiencies that are reported. By recording fault incidents

and analyzing trends, systemic weakness will emerge that can then be

addressed through remedial measures.

• Safety Performance. The mechanism that will be used in the unit and by the

service to monitor and ensure safety is effective and performance is at the

highest standard possible.

• Safety Training. The safety training program and requirements for all

personnel and management.

• Safety Communication. The safety communication methods used by the

unit to disseminate information and create and improve the safety culture.

• Safety Activities. Outline other safety activities that are conducted by the

unit in the UN peacekeeping environment, as examples: FOD programs, wildlife

programs, crew duty/fatigue risk management, and flight data analysis

programs.

Further information on the elements of an effective safety program can be found in the

Aviation Safety Manual and related policies as referenced through this Annex.

7. Human Behavior in Aviation Safety

Organizational behavior, an important factor in aviation safety management, is concerned

with the psychology of the organization’s personnel. Personnel’s attitude towards their jobs,

their interaction amongst various groups at the workplace, their consciousness towards

safety, and their motivation to perform well, reflect their organizational behavior. The

health of the members of any organization is equally important and directly affects their

organizational behavior. There is a constant psychological tussle between the domestic and

job pressures on one hand and the motivation of the individual to perform optimally at work

on the other, affecting the organizational behavior positively or negatively. In Aviation, any

negative behavioral tendencies would undermine safety, which may lead to an accident

directly and quickly, or may create the peripheral conditions for an accident, indirectly and

slowly.

Historical data and accident studies have demonstrated that human error accounts for 70-

80% in aviation accidents, rather than technical failures of the past, which has focused the

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emphasis on ‘human factor’ in aviation safety. The James Reason’s “Swiss Cheese” model of

human error causation has been developed to account for the contributing factors to

accidents and when several safety barriers/defences fail and line up lead to an accident.

This model uses the complex socio-technical systems with several diverse causal sequences

contributing to accidents, not a singular event.⁹

Reason suggests, the high-tech safety mechanisms built into modern aircraft prevent

system failures, however the human interface in those technologies whose failure causes

accidents. These human errors and failures could be divided into active failures or latent

failures. Active failures constitute ‘those errors and violations having an immediate adverse

effect,’. Latent failures are decisions or actions, and the damaging consequence of which may

lie dormant for a long time, only becoming evident when they combine with local triggering

factors (i.e., active failures, technical faults, atypical system conditions, etc) to breach the

system defences.¹⁰

The model also presents that human actions at appropriate times could avoid or mitigate

accidents.

Reason’s “Swiss Cheese” model

considers four imaginary stages leading to

an accident. The accident itself, termed as

“unsafe act” is the fourth or last stage. It is

preceded by the third stage comprising the

circumstances leading to the accident,

termed as “preconditions for unsafe act.”

The second stage deals with the failures in

supervision,

termed

“unsafe

supervision.” The first stage is about

inadequacies of the system, termed as

“organizational influences.” If these

imaginary four stages are considered to be

slices of Swiss cheese, its characteristic

holes depict failures in those stages. If

somehow those holes are aligned, any tiny

Figure 1: The "Swiss Cheese" model of human error

object would be able to slip through all the

causation (Reason, 1990)

four stages unhindered. This is the analogy

of an accident, which happens when

defences fail at every stage reflecting those holes in the model, and the hazard slips by the

holes aligned by misfortune to allow that slippage. Reason terms the first three stages as

‘latent failures’ and the last stage as ‘active failures.’¹¹

In order to have a glimpse into the minds of the aircrew and maintenance personnel,

anonymous questionnaires and informal interaction can be used by the Commanding

Officer in following domains:

⁹ J. Reason, “The Contribution of Latent Human Failures to the Breakdown of Complex Systems,”

Philosophical Transactions of the Royal Society of London. Series B, Biological Sciences 327, no. 1241

(1990): 475-84.

¹⁰ Ibid.

¹¹ D.A. Wiegmann and S.A. Shappell, “The Human Factors Analysis & Classification System - HFACS,”

Technical Report (Washington DC: Office of Aviation Medicine Federal Aviation Administration,

February 2000), https://www.nifc.gov/fireInfo/fireInfo_documents/humanfactors_classAnly.pdf.

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Organizational Factors:

• How do you rate your satisfaction with the UN’s Mission working environment?

• How do you grade the administrative facilities provided by the UN in your deployment

area?

• How do you grade the administrative facilities coordinated by UN in the field areas

visited by you as part of your flying duties?

• Are you satisfied with the job incentives provided in this UN deployment?

• Are you satisfied with your country’s punishment / reward system after an aircraft

accident investigation?

Unsafe Supervision:

• How do you rate the initiatives taken by your Commanding Officer to address

problems?

• How do you see your supervisor as a role model in terms of motivation and guidance?

• How do you rate your Commanding Officer and Force HQ’s compliance with policies

and instructions in routine flying ops?

• How do you see your ability to discuss an issue candidly with your

Commanding Officer?

Pre-Condition to Unsafe Act:

• How do you rate the unit’s working / professional environment?

• How do you rate the availability and maintenance of tools and test equipment?

• How do you find the relevance of aviation SOPs, policies, and guidelines with your

day-to-day tasks?

• How do you assess your personal motivation to maintain physical fitness; not only for

your health, but for enhancing flight safety?

• How often do you find yourself flying in not-so-perfect state of physical health and

peace of mind?

Unsafe Act:

• How often have you undertaken a flying mission under pressure from Commanding

Officer / higher HQ / UN Mission?

• How do you rate the current capacity of the system to prevent violation of SOPs by

aircrew?

• How often have you found aircrew / maintenance personnel committing violations of

flight / maintenance related SOPs?

• How well do you think the current training opportunity in your deployment fulfills

the requirement of maintaining the required flying proficiency?

8. Risk Assessment and Management

a. Introduction

Aviation Risk Management (ARM) is defined as: A logical and systematic method of

establishing the context, identifying, analysing, evaluating, treating, monitoring and

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communicating risk associated with aviation-related activities in a way that will enable

organizations to minimize losses to an acceptable level and maximize opportunities.

Safe mission accomplishment relies heavily on the integration of risk management into the

planning and execution of aviation operations. There are some risks in the operational

environment over which the Military Aviation Unit has control, some risks over which is has

reduced control, and some risks over which the unit has no control. In each case, an

assessment must be made to accept the risk, mitigate the risk, or cancel the mission if the

risk is unacceptably high. The following discussion of risk management provides an

introduction to what can be a highly technical analysis. The intent of this introduction is to

familiarize the reader with the broader risk management considerations, not replace a more

thorough methodology.

For an authoritative discussion of Risk Management, readers are strongly advised to consult

the DPO/DOS Policy on Aviation Risk Management dated 22 May 2014, the Aviation Safety

Manual and the DPO/DOS Aviation Manual Edition 2018 Annex 5F. That policy contains

discussion and details on acceptable risk levels, decision-making structure, aviation risk

management matrices, proper documentation of risk decisions above the acceptable risk

level, documenting identified hazards and other risk assessment and management related

topics. See the link on References in Annex I.

For the purposes of a simple introduction to the topic, what follows next is an abbreviated

method for considering risk assessment and management.

b. The Risk Management Process

Aviation Risk Management is a continuous process that provides the structure to detect

hazards, determine the associated risks, assess their risk, and implement and sustain risk

control measures. The logic of the process rests with a decision-making process based on

the comparison of the actual (new) risk level with the (pre-determined) acceptable risk.

Then once the decisions are made, control measures are in place, then there is the

supervision of activities, monitoring of the risks and providing feedback of any changes in

activities, degradation of control measures or elevation in risk, in which case the risks are

then reviewed and the process is initiated again.

The fundamentals behind the risk management approaches is to determine the level of risk,

assess if it is acceptable, and decide if the risks can be further reduced with risk mitigation

measures, by modifying the activity, cancelling the activity, or in the outcome accept the risk

by the appropriate authority. The risk management process is not designed to prohibit

operations, especially the nature of military operations, it is to know the risk that military

personnel are being exposed to, ensure it is as low as possible and accept it. The risk

decisions may be based on the following questions:

• Which is greater, the risk of doing or the risk of not doing the activity?

• How important is the activity?

• Will the anticipated gains justify accepting a high level of risk?

• Has there been enough done to lower the risk to a level that is reasonable for

military operations in the peacekeeping environment?

As a general outline of a risk management process, and in use by the United Nations, is a six-

step process to risk management (refer to the DPO/DOS Policy on Aviation Risk

Management dated 22 May 2014):

1. Hazard Identification

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2. Risk Assessment

3. Risk Mitigation/Analysis

4. Risk Decision

5. Implement Risk Control Measures

6. Supervise & Feedback

• Step 1: Hazard Identification. The process begins by accurately assessing all

aviation activities to identify any hazards. This step is vital, yet often done poorly or not

at all. Consequently, the risk management decisions that follow are made with either

inaccurate or inadequate information. Hazards are identified by military aviation unit

commanders and personnel based on pilot and crew observations, intelligence and

reconnaissance reports of threatening activity, weather, geography, airfield/landing

zone conditions and equipment readiness. A systemic approach is used, taking into

consideration management, policies, human factors, environment, equipment, processes

and procedures, experience, and the level of training, to ensure all aspects of the activity

are analyzed in order to ensure that the associated hazards are identified and their

possible consequences clearly determined. Experience, common sense, and specific risk

management tools help identify real or potential hazards and the associated potential

risks.

• Step 2: Risk Assessment. The risk assessment is the application of quantitative and

qualitative measures to determine the level of risk associated with a specific hazard. Risk

is the effect of uncertainty on objectives and will be expressed in terms of a combination

of the consequences of an event (severity) and the associated likelihood of the

consequences of the hazard. This process defines the likelihood and severity of an

incident or an accident that could result from the hazard based upon the exposure of

personnel or assets to that hazard, and the hazard’s impact on the overall mission.

• Step 3: Risk Mitigation/Analysis. The purpose of the analysis of the risks is to

investigate specific options, strategies and tools that may reduce, mitigate, or eliminate

the risk. Effective risk mitigation measures reduce or eliminate at least one of the three

components (likelihood, severity, or exposure) of a risk.

• Step 4: Risk Decision. The Military Aviation Unit Commander and any delegated

decision makers, at the appropriate level in the field, are to determine the best control

or combination of control measures based on the analysis of overall costs and benefits

vs risk and consequence. Decisions are made on what risks are acceptable without

mitigation, what risks are acceptable with mitigation, and what risks are not acceptable

and require mission cancellation if they are too likely to occur. A key part of this

assessment is whether the Military Aviation Unit can bring the necessary resources to

bear in order to mitigate the risks in question. With the decision of the risk controls to

minimize the risk is the decision to accept the residual risks of the activity.

By assigning aircrew with adequate experience, or with any other appropriate mitigation

measure, the Commanding Officer shall ensure that the medium and high difficulty level

missions are focused upon deliberately. In case Force HQ is to be asked for authorization

due to a high-risk assessment in an assigned mission, it is approached in time for taking

that decision.

• Step 5: Implement Risk Control Measures. Once risk control strategies have been

selected, an implementation strategy needs to be developed and then applied by those

managing the operations in the field and in the relevant sections.

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• Step 6: Supervision and Feedback. Risk management is a process that continues

throughout the duration of the aviation activities. Field managers at every level must

fulfill their respective roles in assuring that risk control measures are effectively

implemented and sustained throughout the operations. The risk management process

must be periodically reevaluated to ensure effectiveness.

• Proactive Approach. The point of risk management is to anticipate hazards and

risks, assess their probability of occurring and take action to mitigate their affects, not

react to them after they have already jeopardized the operation.

• Command Responsibility. The responsibility for decisions made with regard to risk

management and flight authorization rest with the Military Aviation Unit Commander,

who is held responsible for the lives of his personnel, the readiness of his equipment and

everything his unit does or fails to do.

9. Ground Safety

A Ground Safety Program is essential to prevent personal injury and equipment damage on

the ground, which due to overlap and to reduce duplicity should be combined with flight

safety in a single aviation safety program for the unit. A good Ground Safety Program

ensures smooth operations, unit readiness and enhances flight safety. Ground safety

considerations include:

• Individual Training. Safety training can be categorized as initial, specialized or

recurring. Unsurprisingly, initial training is provided to personnel new to a particular

function. This may include aviation safety training for new pilots and maintenance

technicians, safety inspection training for management personnel, aviation safety

specialist training and actions/response in the event of an accident training. Specialized

training may include Dangerous Goods (DG)/Hazardous Material (HAZMAT) handling

and packaging training, first aid, use of fire extinguishers and cardiopulmonary

resuscitation (CPR) for crewmembers and maintenance technicians. Finally, recurring

aviation safety training is a review and update of initial and specialized training.

• Equipment Maintenance. Proper equipment maintenance is another factor in

ground safety. Periodic and other inspections of aircraft and ground equipment must be

meticulously done to standard. Timely aircraft rotation to locations outside the Mission

is a matter of flight safety. Catastrophic failures can be avoided by rotating aircraft to

locations where advanced maintenance and repairs can be performed to offset the effects

of prolonged operation in adverse and hazardous climatic conditions. LOA/MOU

negotiators must ensure those documents contain clear language providing for the

rotation of aircraft after completing a certain duration or number of flight hours in the

Mission. Negotiations will determine the precise terms of aircraft rotation policy and

responsibility for assuming the cost of rotation.

• Stowage of Equipment and Stores. The appropriate stowage of specialized

equipment and stores, especially flammable materials, is extremely important and must

be emphasized with all unit personnel.

• Personal Safety and Tool Handling. To ensure their personal safety, all personnel

must be trained on using the different tools and materials within their area of expertise.

All personnel must know their tools, machines, capabilities, strengths and weaknesses

to minimize workplace hazards. The proper handling of sophisticated equipment and

correct use of tools are fundamental safety requirements. All crews need to incorporate

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these practices into their daily job routine.

• Protective Clothing. Military aviation unit commanders should create a climate in

which all personnel make routine use of protective clothing including helmets, goggles

and ear plugs/hearing protection.

• Fire Protection. All personnel must be aware of potential fire hazards and trained in

the proper use of fire extinguishers. Improper use of fire extinguishers and other

firefighting techniques can create more equipment damage than the fire itself.

• Medical Facilities/First Aid. In the event of an emergency, all personnel should be

familiar with the location of the nearest available medical facilities. Military aviation unit

commanders should coordinate with medical staff for periodic unit first aid training.

a. Ground Safety Officer

Ground Safety Officers oversee a wide spectrum of unit activities:

• Aircraft towing and ground running.

• Routine inspections and aircraft maintenance.

• Rectification of aircraft faults.

• Operation of test-benches, test equipment and facilities.

• Workshop procedures and techniques.

• Protection of ground personnel from injury during ground handling and

maintenance operations.

• Technical orders and instructions.

• Use of ground support equipment and vehicles.

• Regulation of vehicular traffic in aircraft parking and maintenance areas.

• Investigation of aircraft incidents associated with weaknesses in

proficiency of ground personnel.

• All other activities concerned with ground handling and maintenance of

aircraft.

• Coordination with Mission aviation support unit for implementation of

Ground Safety Program.

b. Ground Safety Board

Every Military Aviation Unit should have its own ground safety board or committee. Led

by the Ground Safety Officer and in coordination with the Flight Safety Officer, the board

should arrange ground safety meetings, conduct surveys and recommend improvements

to the Military Aviation Unit Commander.

c. Ground Safety Program

A Ground Safety Program has the following elements:

• Management. A demonstrated commitment by the commanders and

service, key personnel, safety organization, responsibilities, and

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accountabilities.

• Risk Management. The process that the unit will use for managing risks,

decision making, and the acceptable levels of risk.

• Accident Reporting Procedures. Easy to understand and follow

procedures for quick, accurate and detailed accident reporting This process

must include the reporting to higher command, civilian authorities (here

applicable) and sharing these reports with the Mission Aviation Safety Unit.

• Accident/Incident Investigations. All personnel concerned, particularly

Ground and Flight Safety Officers and engineers, should carefully examine

accidents to determine their causes and corrective measures to prevent future

accidents. Additionally, there should be information on the interaction and

cooperation with UN and State investigations.

• Safety Analysis. Supervisors and line managers should analyze trends in

unit faults, incidents, and deficiencies that are reported. By recording fault

incidents and analyzing trends, systemic weakness will emerge that can then be

addressed through remedial measures.

• Safety Performance. The mechanism that will be used in the unit and by the

service to monitor and ensure safety is effective and performance is at the

highest standard possible.

• Emergency Plan. What the unit will do in the event of an emergency,

including preparatory training, roles and responsibilities, exercises/drills, and

interaction with the mission and other agencies.

• Fire Prevention Measures. To protect unit readiness, all personnel must

know fire prevention measures that apply to their specific tasks and work areas.

Regularly scheduled fire prevention and evacuation training will save lives and

equipment. Highly visible markings should indicate fire extinguisher locations.

All personnel must know what to do and emergency contact procedures during

a fire.

• Equipment Damage. Equipment damage must be immediately reported,

and the cause determined to prevent recurrence. Damaged equipment can lead

to personal injury, catastrophic aircraft or vehicle failure and diminished unit

readiness.

• Tools and Equipment. Frequent inspections of tools and equipment should

be organized to replace defective tools. Other processes like tool control

mechanisms should also be included.

• Special Equipment Operation. All drivers and operators must be proficient

or receive additional training in operating their vehicles and special equipment.

• Special Clothing and Equipment. Personnel must be familiar with the use

and handling of special protective clothing and equipment.

• Special Safety Precautions. Many ground operations require special

techniques and attention for safe performance. The associated tools also

require special attention and personnel performing maintenance should be well

trained to avoid physical injury to hearing, vision, hands and limbs, damage to

equipment, tools, facilities and the environment.

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• Safety Training. The safety training program and requirements for all

personnel and management.

• Safety Communication. The safety communication methods used by the

unit to disseminate information and create and improve the safety culture.

• Safety Activities. Outline other safety activities that are conducted by the

unit in the UN peacekeeping environment, as examples: FOD programs, tool

control programs, wildlife programs and fatigue risk management for ground

crew.

10. Accident Investigations

In the event of an aircraft accident, the UN will carry out an Aviation Safety Technical

Investigation (ASTI) and conduct a Board of Inquiry (BOI), which are both internal

procedures of the United Nations. All aircraft accidents must be investigated thoroughly,

regardless of how obvious the cause(s) may be. All contributing factors will be considered,

and remedial action taken to prevent further occurrences. Accident investigations are

conducted professionally with a focus on accuracy to objectively establish the reason(s) for

the accident.

Accidents involving military aircraft are normally investigated by the investigating

authority of the state of occurrence in conjunction with the relevant investigating

authorities of the government of the state to which the military aircraft belongs. As the hirer

of the aircraft, the UN will be an accredited representative in such investigations. [Legal

note: The intention to be an accredited representative will be filed by the UN Mission

concerned in the accident report to the responsible investigative authority of the state of

occurrence, and to the government of the state to which the military aircraft belongs.]

Aviation Safety Technical Investigations are formal in nature. However, the Military

Aviation Unit Commander may task initially the Flight Safety Officer to conduct a

preliminary investigation to determine the accident’s probable cause. The Military Aviation

Unit Commander may forward the findings to the ASTI for in-depth analysis. For a more

detailed discussion, see the chapter on investigations in the UN Aviation Safety Manual,

(March 2012).

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Annex E

Night Flight Military Operations in the UN

Night flying is a critical element in military operations. The United Nations Peace Missions

relay in the capabilities provided by the member states, in particular, the ability of the TCCs

aviation units to operate by night in a safe and efficient manner. In fact, 24/7 operations,

including the ability to operate with NVG, is a mandatory requirement in all the UN SURs in

place for specific Peace Missions.

Aerial Night operations in the UN Missions environment must be conducted within the

scope of the UN regulatory framework, mainly the UN Aviation Manual, however,

operational planning and execution of each mission are delegated to national procedures

and respective military regulatory guidelines. While planning and conducting air night

operations, the military commanders must refer to the UN Aviation Manual, Chapter 6

(air/ground services acquisition process), Annex 5E (Aeromedical Evacuations), Annex 5H

(helicopter rotors running on-load/off-load procedures), Annex 5L (night flight

operations), Annex 5M (remote helicopter landing sites (RHLS) - criteria) and Annex 5N

(helicopter landing sites (HLS) -technical criteria.

Military Aviation Units must be fully trained and qualified to perform night operations, in

general, in moderate to high hostile environments.

All aviation operations at night will conduct an appropriate aviation risk management

(ARM) process, considering all aspects of the flight, to include weather challenges and

potential options. It should be noted that while it is recommended and encouraged that all

night helicopter operations take place to approved helipad facilities, with associated night

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lighting, communications and wind direction indicators, there is no restriction in operating

at night to unlit, un-reconnoitered landing zones, while utilizing night vision goggle /

thermal imaging technology.

Military aviation units would defer to national regulatory guidance in respect to night

helicopter operations. It is expected that military units employing night vision goggle

technology would be competent in what would be considered a core task; tactical or remote

site landing operations to unfamiliar landing zones, at night. However, dusty conditions,

smoke, clouds, and other visual degradations, at and around the landing site, might restrict

helicopter flight operations at night. Furthermore, moon-less nights might also restrict the

utilization of helicopters on NVGs in nights of less than 20 percent illumination, where NVG

operations should not be expected from TCCs that do not have the equipment / expertise to

operate in zero illumination conditions.

It is expected that unacceptable risks may exist with regards to low starlight/moon

illumination, poor weather, and lack of a suitable landing site (e.g. brown out conditions),

which all must be captured and assessed in a comprehensive aviation risk management

process.

Planning considerations

oHelicopter and/or aircraft capabilities

oCurrency and qualifications of the Crew.

oCoordination with concerned agencies and units including.

oCoordination for overall command and control of operation.

oAppropriate logistics support including ammunition and fuel.

oLanding sites prepared and unprepared, considerations.

oArea of operations, nature of terrain, obstacles and safety altitudes.

oNight Vision Devices (NVD) including NVG and FLIR, considerations.

oGeneral security situation/threat analysis.

oNight flying risk assessment

oMeteorological conditions and minima for night ops, including NVG.

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oAeronautical information (routes, AIP, NOTAM, airspace de-confliction).

oCoordination for appropriate air to ground communications.

oNecessary clearances from UN and host nation.

oROE

oCONOPS

Night Operations / NVG Recommendations (GO/NO-GO checklist)

The below Go/No-Go checklist is recommended for night operations / NVG in general. Each

TCC might use different procedures for the same purpose. Night operations / NVG, Go/No-

Go Checklist must be completed and signed by the pilot and the operations officer during

the pre-flight briefing. This checklist is intended to provide decision making data to unit

commanders during their mission risk assessment process.

Operational Planning

o All nighttime aviation missions have been subjected to the risk assessment process

and have been approved by the Air Operations Officer.

o All applicable aviation positions are assigned to fully qualified personnel.

o Pilots, aircraft and support personnel meet the Unit requirements for nighttime

operations.

o Temporary Flight Restriction (TFR) is in place when appropriate.

o All pilots and crew members meet duty day and flight hour limitations.

Communications

A nighttime communications plan has been prepared and approved to include the

following:

oAir-to-Air

oAir-to-Ground

oTake Off and Landing

o Command and control

Briefings

o Ground units and involved personnel has been briefed according to national and UN

standards.

o Flight crews personnel have been briefed on specifics of night operations.

MOB Operations

o A flight follower Qualified Crewmember has been assigned to the MOB ops centre.

o Procedures have been established for night-time aircraft movement around the

MOB.

o Procedures have been established for maintaining aircraft separation in the airspace

surrounding the MOB.

o Procedures have been established for flight following of assigned aircraft.

o Procedures have been established to control the movement of personnel and

vehicles around the MOB.

o Procedures have been established to provide dust abatement measures during

night-time operations.

o Emergency procedures have been established for response to incidents or accidents

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Annex F

Operation with Unmanned/Remotely Piloted Aircraft

Systems (UAS/RPAS)

UAS including RPAS have had an increasingly important role in support of United Nations

peacekeeping and humanitarian operations. A large variety of UAS and RPAS, operated by

both commercial operator and military units, are already being used on multiple missions

for a wide variety of tasks (see Figure 1). The utilization of unmanned aircraft must adhere

to the Standards and Recommended Practices (SARPs) stipulated in the ICAO Annexes and

documents, troop-contributing countries (TCCs) military regulations and United Nations

established applicable policies, procedures and practices.

Figure 1: Types of unmanned aircraft*

Definitions

Unmanned aircraft (UA): The overall term for all aircraft that do not carry a human

operator and can be operated remotely using varying levels of automated functions, such as

flying super marine spitfire model aircraft.

Remotely Piloted Aircraft (RPA): This refers to an unmanned aircraft that is controlled

from a remote pilot station by a pilot (unmanned aircraft pilot - UAP), who is tasked with

the overall responsibility for operation and safety of the RPA and who has been trained and

certified to equivalent standards as a pilot of a manned aircraft as per civilian or military

regulations. This is usually the case for all medium and high-altitude long endurance

(MALE/HALE). See Table 1

Unmanned Aerial Vehicle (UAV): A UAV is an unmanned aircraft that is remotely

controlled by a UAV operator who is tasked with the overall responsibility for operation and

safety of the UAV but does not need to be trained and certified to the same standards as a

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regular pilot of a manned aircraft as per international civilian or military regulations. This

is typically the case for small and tactical UAS operated for military purposes or for

commercially available quad copters employed for main operating base (MOB) security and

surveillance.

Unmanned Aircraft System (UAS): The overall term for a system whose components

include one or more unmanned aircraft, the supporting network and all equipment and

personnel necessary to control the unmanned aircraft.

Remotely Piloted Aircraft System (RPAS): A UAS whose components include one or more

RPA and requires a UAP for operation.

Visual LOS is used to describe most Class I UAS as the aircraft pilot must be able to see the

UAS at all times to safely control it and avoid collisions with other aircraft, people, buildings

and terrain.

The term radio LOS refers to the means of communicating with larger UAS to provide

directional input and to receive any feed from the sensors; it does not mean that the UAS

must be within visual range.

When using the term beyond LOS (BLOS), this refers to the need to use satellite uplinks

and downlinks to communicate with the UAS and is almost exclusively used to refer to Class

III UAS

Classification of UAS/RPAS

There is a large variety of UAS/RPAS available. Systems are categorized by various

parameters, including type of operations, different performance parameters, payloads,

roles and sensor types. However, other classifications might be valid, depending on the

specific employment of those systems. For the purpose of this manual, the UN classifies

UAS/RPAS by operational employment (see Table 1). The types, performance and tasks for

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each specific system will be described in the respective Mission Statement of Unit

Requirements (SUR).

o Class I UAS: Small, mini and micro UAS, only operated up to a limited altitude of

not more than 1,000ft above ground level (AGL), normally with a weight of between 1 and

25kg, and within radio line of sight (LOS) of the operator, with a maximum range of up to

50km.

o Class II UAS/RPAS: Tactical UAS/RPAS, normally with a maximum take-off weight

(MTOW) between 150kg and 600kg, equipped with a LOS data link. Normally operated up

to 18,000ft AGL, with a maximum range of 200km. Payload limitations and airworthiness

restrictions may limit these systems to operations in restricted or special use airspace.

o Class III UAS/RPAS: Typically, MALE and HALE UAS/RPAS, normally weighing

more than 600kg and operated up to 65,000ft AGL with unlimited range (beyond radio line

of sight or BRLOS), equipped for limited or even unrestricted use of airspace with an equally

less restrictive or even unrestricted airworthiness certificate.

Table 1: UN UAS/RPAS Table

Normal

Recommended

Aprox

Class

Category

Range

Examples

Employment

Recommended

Altitude (AGL)

Unlimited

HALE

Strategic/National

< 65,000 ft

Global Hawk

(BLOS)

Class

III

Unlimited

Heron/Hermes

MALE

Operational/Theater

< 45,000 ft

(BLOS)

900

Hermes

< 150 km

Class II

Tactical

Tactical Formation

< 18,000 ft

450/Falco

(LOS)

Sperwer

Scaneagle/

< 50 km

Small

Tactical Unit

< 1,000 ft

Shadow 200

(LOS)

Luna

Tactical Subunit

Raven/Aladin

< 25 km

Mini

(manual or hand

<1,000 ft

Puma/Skylark

Class I

(LOS)

launch)

Heidrum V1

WASPIII/MICADO

Tactical Subunit

< 5 km

DJI Phantom 4,

Micro

(manual or hand

< 400 ft

(LOS)

DJI Mavic Pro

launch, tethered)

Hovermast 100

Recommendations on the employment of Class I (mini/micro under 10kg) UAS

To mitigate the potential hazards for Class I (mini and micro) UAS categories operation, the

following points are recommended to be followed by all military UAS/RPAS operators:

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o Operations within 8 Km from an airfield or heliport are restricted. They are only

allowed with prior coordination with the Mission Aviation Section. If the operations are

conducted within the area of an airfield/heliport with no Aviation Section presence,

Local Air Traffic Control authorization will be required if available. Military mini/micro

UAS may continue to operate close to airports and heliports under urgent operational

requirements;

o Visual line-of-sight (VLOS) operations only;

o UA may not operate over any persons not directly involved the ongoing operation,

not under a covered structure, and not inside a covered stationary vehicle;

o For night operations, activities should be coordinated by Mission’s Aviation Section;

o Must not be flown close to an aircraft, in any case yield right of way to other aircraft;

o Maximum altitude of 400 feet above ground level (AGL) unless a different ROZ has

been previously arranged with the mission authorities;

o No person may act as a remote pilot/operator in command for more than one UA

operation at one time;

o No operations from a moving vehicle unless the operation is over a sparsely

populated area (military convoys might deviate from this rule if operational situation

demands);

o The UA Operator in command must conduct a pre-flight check of the UA to ensure its

serviceability is in condition for safe operation;

o UA operator must be qualified and trained suitability for safe UAS operations;

o All mini/ micro UAS flight operations must be authorized and documented with

adequate and approved SOPs.

All UAS operators, civilian and military, in the Mission area are required to abide by the

above, coordinating all UAS operations with the Mission aviation authorities as required. All

UAS operators are encouraged to report all occurrences and observed hazards to Mission

Aviation staff promptly.

UAS/RPAS Aviation Safety recommendations.

UAS/RPAS Military Units should have a SOP, including a Safety Management System (SMS)

implemented to systematically integrate the management of safety risk into their

operations and decision making. This SOP shall include as a minimum the following

components:

o Safety policy and objectives

o Safety risk management

o Safety assurance

o Safety promotion

o Operational Procedures

Tasking of UAS/RPAS

Class II and III UAS/RPAS aviation units will be tasked by the U2 following the mission air

assets tasking procedures. The management and employment of UAS/RPAS within the field

Missions will be done in accordance with this Manual, the UN DOS Aviation Manual 2018

and the UN Aviation Safety Manual and Aviation Risk Management Policy latest editions.

All operations of the Class II and III UAS/RPAS will be conducted in direct response to

tasking by the U2 and subsequent to an Air Tasking Order through the Mission chain of

command.

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The issuance of an Air Tasking Order (ATO) will authorize the flight and provide

confirmation of airspace/air traffic management arrangements. Every flight planned for the

UAS/RPAS (with the exception of some Class I UAS as stipulated and determined by the

Mission) shall be included in the respective flight schedule specifying the dates and times of

departure, originating operating site and sortie profile.

The Force Commander exercises operational control (OPCON) and tasking authority over

military UAS component.

On some occasions, particularly in reference to mini and micro Class I UAS/RPAS activity,

for operational reasons, scheduling flights as described in the above paragraphs will not be

possible. Though, efforts must be done to include those flights or activity on the flight

schedule when pre-planned.

These types of small tactical UAS may fly at a short-notice request made by the local

delegated authority, who will notify when possible such eventuality to the Mission Aviation

Section/MAOC/Air Region; based on the specific operational situation.

The Mission is responsible for the overall airspace management coordination plan to

include utilization of UAS/RPAS of any type. For that reason, the operation of small Class I

UAS under the described circumstances or any other specific to each particular Mission,

must be described, specified and regulated through the Mission Standard Operating

Procedures (SOPs).

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Annex G

Guidance for Military Aviation Units Letter of Assists (LOA)

General

1. Military Aviation Units are deployed in UN peace Missions under two different types of

contractual agreement that must be agreed upon and signed by the TCC and the UN

prior deployment. These are the Memorandum of Understanding (MOU) and the Letter

of Assist (LOA). The operational requirement, equipment, capabilities, functions and

tasks to be performed by the aircraft and crew are defined and established in the LOA.

In common words, the LOA is the contractual document by which the aviation services

are provided to the UN.

2. During the LOA negotiation process, the technical and operational requirements

established in the respective SUR are reflected into the LOA, including aircraft and crew

capabilities, equipment and qualifications. For that reason, it is ultimately important

that the aviation unit critical personnel, including Unit commander, operations officers

and crews are involved during the LOA negotiation process.

LOAs

legal

obligations from both parties for the fulfillment of this agreement. Fin below a template

generic LOA for provision of aviation services, it is recommended that aviation unit

personnel are familiarized with the terms of their LOA before deployment. Be advise

that LOAs defer from one another based on multiple factors, such as type of unit,

TCC, Mission, etc, these template are presented for the purpose of guidance only,

final LOAs are the product of bilateral discussions between the TCC and the UN

on a case by case basis and will be based on approved DPO/DOS UN aviation

regulatory framework.

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GENERAL TERMS AND CONDITIONS OF LETTER OF ASSIST 20XX-XXX FOR

THE PROVISION OF LONG-TERM AVIATION/AIR TRANSPORTATION SERVICES

INVOLVING STATE AIRCRAFT

Letter of Assist documents.

1.1

The cover letter and these Terms and Conditions constitute the entire Letter

of Assist (hereinafter referred to as the Letter of Assist - LOA) for the

provision of long-term helicopter services by the Government of TCC in

support of the United Nations peacekeeping activities in MISSION (Host

Country).

Services.

2.1

Aviation/Air Transportation Services (hereinafter referred to as the

"services") are an important and essential part of United Nations

peacekeeping operations. The purpose of the services is to support the

United Nations peacekeeping activities mandated by the Security Council.

These services may include, but be not limited to, cargo re-supply, troop

movements, medical transport (CASEVAC and MEDEVAC with AMET

provided by the Mission), combat search and rescue, search and rescue, VIP

flights and Observation/Monitoring, Reconnaissance and Surveillance

flights. The provision of such services by the Government shall be subject to

the provision of paragraphs 16 and 19 of this LOA and may involve operation

into hostile areas or fields where there is no ground support or where airfield

security cannot be guaranteed.

2.2

These General Terms and Conditions shall govern the use of State aircraft

providing services to the United Nations under Letters of Assist. For

purposes of these General Terms and Conditions, State aircraft comprise

aircraft owned, leased or chartered by a Government, providing aviation/air

transportation services for United Nations peace-keeping operations under

United Nations Letters of Assist, excluding aircraft operated by the military

of that Government solely for military operations by such Government.

Aircraft and Crew.

3.1

The Government of TCC (hereinafter referred to as the "Government") shall

provide to the United Nations the services of Number type of utility

helicopters (hereinafter referred to as the "Aircraft") operated by a military

contingent from TCC, as per the MOU signed between the UN and The

Government, in connection with the peacekeeping activities of MISSION. The

contingent and its personnel shall form part of the mission in the same way

as any other contingent and in accordance with the existing rules and

regulations contained in the Guidelines for Troop-Contributing Countries.

3.2

The Aircraft shall, inter alia, be capable of the following configurations and

conduct missions as mandated by the Security Council:

3.3

Cargo: For internal cargo complete with proper cargo straps and tie-downs

for a maximum of xxxx (as per SUR) kg of cargo internally at sea level or xxxx

(as per SUR) kg freight externally (by sling);

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Capability to lift up to xx (as per SUR) fully equipped personnel per

helicopter with individual/crew equipment at one time;

Minimum range of xx (as per SUR)

Capability to sling load pallets and light vehicles;

Day/night IFR flying capable;

Capacity to mount xx (as per SUR) machine gun on each helicopter for self-

protection only;

Capability of 24/7 reaction response under Visual Meteorological

Conditions (VMC);

Capability to generate xx (as per SUR) hours per helicopter per month;

Capability of operating with Night Vision Goggles (NVG);

Helicopter Landing Site (HLS): The ability to operate day and night

(including NVG) under visual meteorological conditions (VCM) in

approved HLS, with standard security provided by UN troops and

ground- to- air communication whenever it is possible as per the UN

Aviation Manual (Annex 5N);

Remote Helicopter Landing Site (RHLS): The ability to operate day and

night (including NVG) under visual meteorological conditions (VCM) in

approved RHLS, with limited assistance on ground as indicated in the UN

Aviation Manual (Annex 5M);

Helicopter Landing Sites not designated approved HLS or RHLS: The

ability to operate day and night (including NVG) under VMC at locations

where no approved HLS/RHLS exist, without assistance from troops on

ground. These operations shall be limited to emergency situations (In-

flight emergency, CASEVAC, etc.) as indicated in the UN Aviation Manual

(Annex 5M) In this case, the Pilot- in- Command (PIC) is the ultimate

responsible for the safe execution of the task on a case by case basis.

Integral refuelling capability;

Passengers: Removable seats for a maximum of xx (as per SUR)

passengers with 9G rated seat belts for each seat. Seat belts must be

connected with metal-to-metal couplings, Seat belts must be connected to

the seats as designed by the manufacturer for that purpose with an

approved attachment method;

CASEVAC/MEDEVAC: Up to xx (as per SUR) stretchers with a

CASEVAC/MEDEVAC team of xx (as per SUR) personnel;

Armoured protection for crew and, where possible, passengers;

Capability (including gloves and ropes etc) for troop insertion by fast

roping/rappelling;

Able to transport troops with loaded weapons, dangerous goods, fuel,

ammunition, and human remains;

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Capable, when pre-tasked, to maintain continuous readiness for rapid

response tasks such as CASEVAC or QRF transport, with a maximum of 15

min take-off time;

s) Observation/Monitoring, Reconnaissance and Surveillance; this task is

subject to operational risk management assessment. The pilot in

command is the ultimate responsible for the safety of the aircraft and

crew;

Flight Instruments: Required for IFR/IMC and night conditions;

3.4

In addition to the above, the aircraft shall include the following minimum

equipment:

a) Global Positioning System (GPS) with updated database;

b) Night Vision Goggles cockpit compliance;

c) VHF, UHF, HF communications equipment compatible with MISSION

communications equipment and satellite phone;

d) Emergency Locator Transmitters (ELT-406 MHz) with valid inspection;

e) One (1) Transponder 3/A and C;

Non photographic FDR (Flight Data Recorder) and CVR (Cockpit Voice

Recorder);

g) Auxiliary Fuel Pump;

h) Fire extinguishers and first aid kits;

Radio Altimeter;

Direction Finder (DF) equipment capable to guide aircraft to Emergency

Locator Transmitters (ELT

406 MHz); Composite survival kits

appropriate to the mission area;

k) Portable Satellite Tracking System to be provided by the MISSION;

Weather radar;

m) Winch for two (2) persons, with 40m cable and harness;

n) Searchlight of approximately 30 million candelas;

Night vision equipment (NVG); and

p) Forward Looking Infrared Radar (FLIR) for surveillance.

3.5

The flight crews will possess the following minimum qualifications:

The Pilot-in-Command (PIC) for any sortie tasked by the UN will have a

minimum of 1000 total flight hours (800 rotary flight hours), with a

minimum of 250 actual flight hours on the type aircraft. In addition, each PIC

needs to be IFR qualified and will have a minimum of 50 night flight hours on

Type helicopters.

The Co-pilot (CP) will have a minimum of 100 hrs on Type helicopters and

will be IFR and night flying qualified.

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All air crew shall be properly qualified and trained to fly and operate at night

with NVG as per national standards with a minimum of 30 NVG flight hours.

The number, qualifications, and the flight experience of the crews must be

sufficient to ensure that all the requirements are fulfilled in capacities and

capabilities, for day and night operations, 24/7, and up to xx (as per SUR)

flight hours per month per aircraft in compliance with the applicable national

standards.

Weapon currency is a national responsibility as there are no helicopter

weapon ranges in Host Country for use by MISSION. Pilots must be current

with all the weapon systems for the duration of their stay without the need

of refresher in the Mission.

Term.

4.1

The term of this Letter of Assist is for a TERM of one-year effective xx Month

20xx until xx Month 20xx, on the expiry of this term the UN at its option

with the Government of TCC may extend the term of the LOA for two optional

additional periods of one year each (1+1+1 year) until xx Month 20xx and

xx Month 20xx respectively. (Subject to MISSION mandate). The activation

of the optional years will require the agreement of both parties

Aircraft availability.

5.1

The Aircraft shall be available as follows:

a. Minimum average individual helicopter availability rate of at least 75%

per month (a maximum of 22 maintenance days for the number

helicopters per month).

b. A minimum of Number Type Utility helicopters should be available at any

given time.

Flight Time.

6.1

The Government shall be capable of providing an average of xxx hours of

flight time per month for the fleet of Number Type (xx flight hours per

aircraft) not to exceed xxx hours of flight per year.

6.2

For purposes of this Letter of Assist, "flight time" means the total time from

the moment the helicopter blades start turning for the purpose of taking off

for a flight tasked by the United Nations until it comes to rest at the end of

such flight.

Operational base

7.1

The main operational base for Number Type Utility Helicopters shall be

Location (Host Country).

7.2

For operational reasons the Aircraft may be re-deployed permanently or

temporary (up to xx days) (as per SUR) to another location in the Host

Country or temporarily to another Mission for Intermission Cooperation

with UNSC approval and after prior consultation and approval by the

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Government of TCC. Temporary forward deployments, to be agreed between

the UN and the TCC, may be subject to aircraft and/or personnel rotation for

maintenance, provision of crew accommodation (as COE Manual, currently

2017, or as revised), meals, local transportation, operational communication

facilities, ground support equipment and security of helicopters, and must be

discussed and agreed with the authorised United Nations Chief Aviation

Officer (CAVO) and TCC Government representative.

Reimbursement

8.1

The United Nations shall reimburse the Government for the satisfactory

performance of the services under this Letter of Assist the following costs:

US$ xxxxxx per flying hour of flight time which includes all costs for

operations, maintenance, inspections, spare parts, oils, lubricants, aircraft

maintenance/support equipment and appropriate aircraft manuals. This

also includes regular security and evacuation exercises in consultation

with the Force HQ and authorized by the Mission’s air specialist.

b) Actual cost for firing chaff, flares, rockets and machine guns by the pilots

during the year. Details of such firings are included in reimbursement of

Ammunition expended by LOA aircraft (Attachment 2) and would be in

excess of the amount agreed in the paragraph 8.2. of the General Terms

and Conditions. Ammunition expended during actual hostilities and

proficiency training will be verified by the United Nations Aviation

Verification Officer for the certification and subsequent reimbursement

at the agreed rates.

Positioning/Depositioning

- Each and every time an aircraft

accumulates a total of xxx flight hours in support of the Mission during the

period of this LOA, the Government is entitled to rotate the aircraft at UN

expense under coordination between the Government and the United

Nations. Rotation can be accomplished under commercial arrangements

or, alternatively, under separate LOA as agreed between United Nations

(Air Transport Service, LD/OSCM/DOS and Movement Control Section of

TMS/LD/OSCM/DOS) and the Government.

US$ xxxxxx total for ‘UN’ painting the Number aircrafts (if required) or

any substitution at US$ xxxxxx each aircraft.

Costs for airport services, excluding taxes from which the United Nations

is exempt, as specified in paragraph 17 below, and costs for aviation fuel

are not included in the cost of the fixed term rental rate set out in (a)

above, and will be reimbursed and/or provided by the United Nations to

the Government at actual cost provided: (i) such costs are incurred during

flight time; (ii) such costs are reasonable; (iii) the Government submits

to the United Nations, together with its invoice, a copy of the invoice

presented to the Government.

8.2

The foregoing notwithstanding, the United Nations shall not reimburse the

Government in excess of US$ xxxxx for the period of three years from xx

Month 20xx to xx Month 20xx.

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8.3

The United Nations will not pay guaranteed minimum hours, only actual

hours flown that were tasked and certified by the United Nations with

reference to a maximum utilization as defined in paragraph 6.1. Hours

flown for maintenance test flights will not be reimbursed by the UN.

8.4

Certification for reimbursement by the United Nations requires inter alia

verification by the authorized United Nations Chief Aviation Officer that the

Aircraft was operating in accordance with this Letter of Assist. The number

of hours flown should be verified by both parties.

8.5

Aircraft tasked to conduct flight operations outside the scope, direction, or

intent of this Letter of Assist may not be endorsed for reimbursement.

8.6

The United Nations shall make payments to the Government under this

Letter of Assist upon receipt of the Government's invoice and certification by

the authorized United Nations Chief Aviation Officer that the services for the

period of the invoice have been satisfactorily performed. The signature of

the authorized UN Representative on Form FOD 40, Aircraft Use Report

(AUR) constitutes a certificate that the services provided as described

thereon have been satisfactorily performed.

8.7

Government invoices for the items referred to in paragraph 8.1 a., b., c. and

d., should be sent to the Chief, Reimbursement Claims Management and

Performance Section, Uniformed Capability Support Division, Office of

Supply Chain Management, Department of Operational Support

(RCMPS/UCSD/OSCM/DOS). All other invoices are to be presented to

MISSION in accordance with subparagraph 8.1(e) above and will be

reimbursed to the Government by MISSION.

Assignment.

9.1

The Government will not assign, transfer, pledge or make other dispositions

of this Agreement or any part thereof, or any of the Government’s rights,

claims or obligations under this Agreement except with the prior written

consent of the United Nations.

10.

Aircraft call signs.

10.1

The United Nations will, if required, assign to the Government appropriate

United Nations call signs, which the Government may use only for self-

deployment and redeployment of the Aircraft to and from the mission area.

In addition, with respect to long term services Aircraft, once the Aircraft have

arrived at the "mission base of operation", the United Nations will assign to

the Government appropriate United Nations call signs, which the

Government may use only for flights, which have been tasked by the

United Nations. In both above-mentioned instances, the Government may

only use the United Nations call sign together with its own usual call sign in

order to ensure the proper identity of the Aircraft. In this connection, the

Government must always identify itself and the Aircraft, using both call signs,

in all communications with airports and in-flight agencies.

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11.

Aircraft painting and markings.

11.1

The Government shall paint the Aircraft in United Nations livery (white) and

affix "UN" markings to the Aircraft in accordance with the instructions

attached hereto as Attachment 1. The Government may only use such painted

and marked Aircraft for flights, which have been tasked by the United

Nations.

11.2

Upon the expiration or termination of this Letter of Assist, all UN markings

shall be removed from the Aircraft. Deployment and redeployment flights

with UN markings are allowed provided that it is noted in the flight plan that

the flights are repositioning/ depositioning flights to/from a United Nations

mission. To ensure the availability for United Nations tasking, the

Government shall ensure that aircraft substituted for Aircraft due for

scheduled maintenance are marked in accordance with Attachment 1.

11.3

The painting and markings will be professionally and uniformly applied

without streaking, bleed through, chipping, and over-sprays.

12.

Clearances.

12.1

The Government shall be responsible for obtaining authorizations from

governmental or other authorities and other documents necessary for the

performance of the transportation under this Letter of Assist.

13.

Scheduling of flights.

13.1

The flights under this Letter of Assist shall conform to a flight schedule as

tasked by the United Nations. The flight schedule shall specify the dates and

times of departure, originating airports, routes, sortie profile, number of

passengers and/or total weight of cargo and estimated time of arrival.

13.2

Should any flight(s) be delayed by the Government, the Government shall

promptly notify the United Nations of the delay and the reasons for such

delay.

14.

Facilities provided by United Nations.

14.1

The United Nations may provide the Government such facilities as are

necessary for the performance of services hereunder, as agreed by the

parties and set out below:

a) Facility 1

b) Facility 2

(if applicable)

These facilities are provided for the convenience of the Government at no cost and give

rise to no liability on the part of the United Nations.

15.

Reporting and accidents.

15.1 In the event of any accidents or incidents involving the Aircraft, the

Government shall immediately report such accidents or incidents to the

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United Nations and all appropriate governmental authorities and shall

protect and preserve all evidence in connection with the accidents or

incidents. In addition, the Government shall co-operate with all

investigations into the accidents or incidents, which may be instituted by the

United Nations and/or governmental authorities, including the preparation

of reports.

16.

Safety.

16.1

The Government shall be solely responsible for the safety and airworthiness

of the Aircraft and the operation of the Aircraft, and represents that during

the term of this Letter of Assist:

a. The Aircraft shall be properly manned, equipped, operated, inspected,

maintained and serviced, in compliance with the rules and regulations of

the Government and any other applicable aeronautical rules and

regulations, including those of the host country when applicable;

b. The Aircraft shall be fit for the purposes for which they are being used

and shall be safe for passenger, cargo and passenger/cargo combination

(-combi) air transportation in the designated area (s) of operation under

this Letter of Assist.

c. Any requirement to rotate or replace the aircraft for maintenance or

safety reasons, within the period of this LOA (xx Month 20xx to xx

Month 20xx ) shall be at the sole responsibility and cost of the

Government. However, any aircraft logging more than xxx flight hours

before the expiry period of this LOA or on completion of the three years

period of the LOA, will be rotated/replaced at UN expense including

painting costs, if required.

16.2

The flight crew, maintenance and other required support personnel shall,

inter alia, be medically fit and possess the necessary training knowledge,

qualifications, skill and experience to perform the duties under this Letter of

Assist. Training and proficiency is a TCC responsibility. The pilots are

required to maintain day and night currency (including NVG) in accordance

with International/Government/ Service/UN regulations. Hours flown to

maintain pilot day/night (NVG) currency will be reimbursed by the UN.

Without prejudice to the above, the United Nations reserves the right to

review and inspect documentation relating to the experience level and

current medical status of all aircrew members, including the Pilot, Pilot-

Navigator (co-pilot), Engineer and Radio Operator. Documents mentioned

in Paragraph 26.1 related to Service Regulations for crew currency and

proficiency will be provided by the Government. In addition, the flight

crew shall be fully fluent in "aeronautical" English.

16.3

The Government agrees that flights tasked by the Mission will fully comply

with the operating procedures in Chapter 3 of the UN Aviation Manual and

with local flying instructions issued by the Mission.

16.4

The UN Aviation Manual, Chapter 3 requires that the Pilot in Command

accomplish a risk assessment. It is to be completed prior to the initial flight

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each day that covers the day’s tasking. The Government agrees that during

the term of this Letter of Assist, the Pilot-in-Command of the UN tasked

aircraft will complete the risk assessment checklist. The checklist will be

forwarded to the Mission’s Aviation Specialist prior to the initial flight for

review, except when precluded by emergency situations.

17.

Responsibility for claims and insurance.

17.1

The Government shall bear the risk of loss or damage to the body and parts

of the Aircraft and shall be responsible for any claims by its crew and its other

support personnel who are not members of the United Nations peacekeeping

operation arising from the performance of services hereunder. The

Government may meet its responsibility through insurance or self-insurance.

17.2

Government claims in respect of the death, injury or illness of members of

the Aviation Unit attributable to United Nations service shall be dealt with in

accordance with the Guidelines for Troop-Contributors annexed to the MOU

and General Assembly Resolution A/Res/64/269.

17.3

The United Nations maintains insurance covering loss or damage sustained

by third parties, including passengers, for death, bodily injury and/or

property damage and shall handle any claims by such third parties arising

from the performance of services hereunder within the scope of the

insurance policy maintained for this purpose and in accordance with the

established procedures of United Nations peacekeeping operations,

excluding claims by personnel provided by the Government including

members of the Aviation Unit, as referred to in paragraphs 17.1 and 17.2

above. However, if the third-party claim arises from the gross negligence or

willful misconduct of any personnel provided by the Government, including

any member of the Aviation Unit, the United Nations shall be entitled to claim

recovery from the Government in respect of such claims in accordance with

the MOU.

18.

Tax exemption.

18.1

Section 7 of the Convention on the Privileges and Immunities of the United

Nations exempts the United Nations from payment of direct taxes and duties

other than taxes and duties that are no more than charges for public utility

services. Accordingly, the Government authorizes the United Nations to

deduct from the Government's invoice any amount representing such taxes

or duties charged by the Government to the United Nations. Payment of such

corrected invoiced amount shall constitute full payment by the United

Nations. In the event that any taxing authority refuses to recognize the United

Nations exemption from such taxes, the Government shall immediately

consult with the United Nations to determine a mutually acceptable

procedure.

19.

Cancellation by the Government.

19.1

The aircraft shall be at all times under the exclusive command of the

Government. The Government may cancel, delay or abort a flight should the

pilot in command determine that to fly would in the circumstances endanger

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the safety of the passengers, aircraft or its crew. In particular, the

Government may cancel, delay or abort any flight in case of force majeure.

19.2

In case a flight is cancelled, delayed or aborted for force majeure, the

Government shall be entitled to reimbursement from the United Nations, on

a pro-rata basis, in respect only of flights, or portions of the flight already

completed prior to the decision to cancel, delay or abort such flight.

19.3

In the event that the Government decides to cancel, delay or abort a flight for

any other reasons not directly attributable to the United Nations, including

but not limited to reasons of operational difficulties, technical failure of the

Aircraft, the Government shall not, except where alternate air transportation

has been provided by the Government, be entitled to payment from the

United Nations for that flight, and where payment has already been made,

the United Nations shall be entitled to full reimbursement of any amounts

paid plus reasonable expenses incurred by the United Nations as a result of

such decision.

20.

Termination.

20.1

Either party may terminate the Letter of Assist for cause upon 7 days written

notice to the other party. In the event of termination pursuant to this clause,

no costs relating to termination shall be reimbursable by the terminating

party to the other party.

20.2

Either party may also terminate the Letter of Assist, in whole or in part, upon

30 days written notice to the other party. In the event of termination

pursuant to this clause, the United Nations shall only be responsible for

reimbursement to the Government for services satisfactorily performed in

accordance with this Letter of Assist prior to the effective date of termination.

In the event of termination by the Government, except due to an event of

force majeure, the United Nations shall be entitled to reimbursement by the

Government for all reasonable costs relating to such termination. In the event

of partial termination, the price shall be proportionately reduced.

20.3

The United Nations may also terminate this Letter of Assist at any time for

convenience in the interest of the Organization should the mission mandate

or the funding be curtailed or terminated, in which case the Government shall

be entitled to reimbursement by the United Nations for all reasonable costs

relating to such termination.

21.

Forward commitments.

21.1

The Government shall upon receipt of notice of termination of the Letter of

Assist under paragraph 20 above, bring the services to a close in a prompt

and orderly manner, reduce all expenses to a minimum and shall not

undertake any forward or further commitments in connection with the

Letter of Assist.

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22.

Modifications.

22.1

No changes in, or modifications to, this Letter of Assist shall be made except

by mutual agreement, in writing, between the United Nations and the

Government.

23.

Settlement of disputes.

23.1

The United Nations will establish a mechanism to discuss and resolve

amicably by negotiation in a spirit of cooperation disputes arising under this

Letter of Assist. In the event that a dispute arises, the Under-Secretary-

General for Field Support will institute discussions and consultations with

representatives of the Government with a view to reaching an amicable

resolution of the dispute. Disputes that have not been resolved through

consultations or discussions, as described above, may be submitted to a

mutually determined conciliator or mediator appointed by the President of

the International Court of Justice, failing which the dispute may be submitted

to arbitration at the request of either party. Each party will appoint one

arbitrator, and the two arbitrators so appointed will appoint a third, who will

be the Chairman. If within thirty days of the request for arbitration either

party has not appointed an arbitrator, or if within thirty days of the

appointment of two arbitrators the third arbitrator has not been appointed,

either party may request the President of the International Court of Justice

to appoint an arbitrator. The arbitrators will fix the procedures for the

arbitration, and each party will bear its own expenses. The arbitrators will

have no authority to award punitive damages. The arbitral award will

contain a statement of reasons on which it is based and will be accepted by

the parties as the final adjudication of the dispute.

24.

Privileges and immunities.

24.1

Nothing in or relating to this Letter of Assist shall be deemed a waiver of any

of the privileges and immunities of the United Nations, including its

subsidiary organs.

25.

Force majeure.

25.1

In the event of and as soon as possible after the occurrence of any event

constituting force majeure, the Government shall immediately give notice

and full particulars in writing to the United Nations of such event if the

Government is thereby rendered unable, wholly or in part, to perform its

obligations and meet its responsibilities under this Letter of Assist.

25.2

Upon receipt of such notice, the United Nations shall have the right to take

such action as, in its sole discretion, it considers to be appropriate or

necessary in the circumstances, including suspension or termination of this

Letter of Assist.

25.3

Force majeure. Any unforeseeable and irresistible act of nature, any act of

war (whether declared or not), invasion, revolution, insurrection, terrorism,

or any other acts of a similar nature of force, provided that such acts arise

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from causes beyond the control and without the fault and negligence of the

Government. The Government acknowledges and agrees that, with respect

to any obligations under the Letter of Assist that the Government must

perform in areas in which the United Nations is engaged in, preparing to

engage in, or disengaging from any peacekeeping, humanitarian or similar

operations, any delays or failure to perform such obligations arising from or

relating to harsh conditions within such areas, or to any incidents of civil

unrest occurring in such areas, shall not, in and of itself, constitute force

majeure under the Letter of Assist.

26.

Documentation.

26.1 Prior to the aircraft arrival in the Mission, the Government shall provide a

copy in English of the Service (Army, Air Force or Navy) regulation(s)

governing aviation to Air Transport Service, LD/OSCM/DOS. The document

rendered should outline operational requirements, and at a minimum

include crew rest, weather minimum, flight limitations for day, night, over

water and mountains, pilot currency and proficiency requirements, crew

mixture and minimum crew requirements.

26.2 As soon as possible, the Government will provide the Mission’s Aviation

Section a copy, in English, of the Aviation Unit’s Standard Operating

Procedures (SOP) or equivalent document.

For the United Nations

On behalf of the Government of TCC

Signature:

Date:

Name:

Title:

Assistant Secretary- General

Office of Supply Chain Management

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Attachment 1 to "General Terms of LOA"

PAINTING AND MARKING INSTRUCTIONS

As the size and type of aircraft used in missions can differ considerably, good

judgement and common sense must prevail when painting and marking aircraft

for lease with United Nations Peacekeeping operations. The following

guidelines are provided:

a Entire aircraft will be painted white; however, exhaust wash areas and

critical components may be black. Fire ground rescue safety markings, as

required by ICAO regulations, will be standard colours and remain

clearly visible.

b Paint in black or dark blue the letters "UN" or the words "UNITED

NATIONS" on the underside and topside of either the left or right wings

to be clearly visible and proportionate to size of wing. Helicopters should

have the letters "UN" on the underside of the fuselage and the nose.

c Paint in black or dark blue the letters "UN" or the words "UNITED

NATIONS” on the both sides of the fuselage so as to be clearly visible and

proportionate to the size of the aircraft. Large aircraft may affix the

letters "UN" on the front of the fuselage, with the words "UNITED

NATIONS" on the rear of the fuselage. Helicopters and small aircraft

should use the letters "UN" on both sides of the fuselage. The letters

should be made as large as possible, placed in a logical area

proportionate to the size of aircraft.

d Paint in black or dark blue the letters "UN" on both sides of the vertical

tail surface or affix the UN emblem.

e Serial numbers can remain on the vertical tail surface and on the wings

as required by regulation.

Company/Operator name shall not appear on the aircraft. National flag

symbols, if required, may appear discreetly in the usual position. If on the

vertical tail surface, emblems must be below UN symbol.

In all cases, dimensional scale and in-flight legibility must be emphasized. All

lettering and placement shall be in proportion of the size of the aircraft.

These guidelines are provided for long-term charters with permanent markings.

A limited supply of UN decals is available from UNHQ for certain one-time

charter flights.

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Attachment 2 to "General Terms of LOA"

Reimbursement of Ammunition Expended by Oryx Utility Aircraft

The dispensing of air to ground armament by UN aircraft provided by Troop

Contributing Country (TCC) under LOA requires unique skills and the necessity

for the aircrews to maintain proficiency in the use of the weapons systems.

Ammunition such as Type of Ammunition and Type of Ammunition expended

during day/night security evacuation, proficiency exercises in TCC, live fire

exercises authorized by the Force Commander and approved by the mission's

Chief Aviation Officer, and firing during actual hostilities or proficiency training

exercises within the Mission AOR are included as part of the LOA, and will be

reimbursed in accordance with the wet lease maintenance rates of the COE

Manual (currently 2017, or as revised)or as agreed to by the TCC.

The Scale of ammunition to be used in the proficiency firing shall be as follows:

a. Quantity of Type of Ammunition (per pilot per year)

b. Quantity of Type of Ammunition (per pilot per year)

The rates of reimbursement of expended ammunition will be as under:

a. Type of Ammunition

USD xxx per unit

b. Type of Ammunition

USD xxx per unit

…….

Ammunition expended during proficiency firing in TCC or in MISSION AOR and

actual hostilities within MISSION will be verified by the United Nations Aviation

Verification Officer for the certification and subsequent reimbursement at

above mentioned rates.

According to the COE Manual the United Nations will reimburse the cost of

ammunition expended by the Type helicopters Military Unit during the

duration of the service. Reimbursement rates for this ammunition will be

considered as Contingent-Owned Equipment from the Government of TCC, and

therefore will be excluded from the LOA NTE.

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GENERAL TERMS AND CONDITIONS OF THE LETTER OF ASSIST 20XX-XXX FOR

THE PROVISION OF LONG-TERM AVIATION/AIR TRANSPORTATION SERVICES

INVOLVING STATE AIRCRAFT

Letter of Assist documents.

1.1

The cover letter and these Terms and Conditions constitute the entire Letter

of Assist hereinafter referred to as the Letter of Assist (LOA) for the

provision of long-term helicopter services by the Government of TCC in

support of United Nations peacekeeping activities in MISSION (Host

Country).

Services.

2.1

Aviation/Air Transportation Services (hereinafter referred to as the

"services") are an important and essential part of United Nations

peacekeeping operations. The purpose of the services is to support the

United Nations peacekeeping activities mandated by the Security Council.

These services may include, but not limited to, fire support to ground forces,

armed anti-armour support, armed escort, quick reaction force response,

redeployment of forces and support to ground combat operations, fire

support to search and rescue (SAR) and SAR, extraction operations,

deterrence (show of force), surveillance flights, CASEVAC/MEDEVAC,

emergency logistic support UN personnel (civilian and military, authorized

by Mission’s authority), patrol, observation and monitoring flights. Due to the

nature of peacekeeping operations, such services may involve operation into

hostile areas or fields where there is no ground support or where airfield

security cannot be guaranteed. The aircraft will be operated in accordance

with the mission’s concept of employment.

2.2

These General Terms and Conditions shall govern the use of State aircraft

providing services to the United Nations under Letters of Assist. For

purposes of these General Terms and Conditions, State aircraft comprise

aircraft owned, leased or chartered by a Government, providing aviation/air

transportation services for United Nations peace-keeping operations under

United Nations Letters of Assist, excluding aircraft operated by the military

of that Government solely for military operations by such Government.

2.3

The rules for employment and engagement will be adhered to unless

otherwise authorized by the SRSG (Head of Mission). Unit’s tasks are subject

to change at any time, pending changes in the situation and operational

requirements, which will be addressed by appropriate orders from MISSION.

Significant changes in the Unit’s capabilities may require adjustments to be

discussed at the level of United Nations (DOS/UNHQ) and Permanent Mission

of TCC to the United Nations and may require the concurrence of the

Government of TCC.

Aircraft and Crew.

3.1

The Government of TCC (hereinafter referred to as the "Government") shall

provide to the United Nations the services of Number type attack military

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helicopters (hereinafter referred to as the "aircraft") operated by a military

contingent from TCC, as per the MOU signed between the UN and The

Government, in connection with the peace-keeping activities of MISSION. The

aircraft are part of the contingent, which is covered under a separate

Memorandum of Understanding (MOU). The contingent and its personnel

shall form part of the mission in the same way as any other contingent and in

accordance with the existing rules and regulations contained in the

Guidelines for Troop-Contributing Countries. The Unit must have sufficient

ground personnel, flight crews and equipment to support operations and

maintenance requirements to operate 24/7.

3.2

The aircraft shall, inter alia, be capable of the following configurations and

conduct missions as mandated by the Security Council:

Armed Escort, Fire support and anti-armour support: with appropriate

weapons to include gun, rocket and anti-tank missile capability;

Patrol/Observation/Monitoring, Reconnaissance and Surveillance by

helicopter crew. Eight soldiers with small arms, Removable seats for a

minimum of 8 soldiers with 9G rated seat belts for each seat. Seat belts

must be connected with metal-to-metal couplings. Seat belts must be

connected to a “Hard Point” on the airframe or floor and not to the seats

unless designed by the manufacturer for that purpose. Attachment

methods are to be to a similar approved standard;

Day/Night VFR, IFR and Night Vision Goggles (NVG) Capability: 24/7

capability including flight instruments required for VMC and IMC

operations, including day and night VFR and IFR flights. Capable of

operating with NVG;

Helicopter Landing Site (HLS): The ability to operate day and night

(including NVG) under visual meteorological conditions (VCM) in

approved HLS, with standard security provided by UN troops and ground-

to- air communication whenever it is possible as per the UN Aviation

Manual (Annex 5N);

Remote Helicopter Landing Site (RHLS): The ability to operate day and

night (including NVG) under visual meteorological conditions (VCM) in

approved RHLS, with limited assistance on ground as indicated in the UN

Aviation Manual (Annex 5M);

Helicopter Landing Sites not designated approved HLS or RHLS: The

ability to operate day and night (including NVG) under VMC at locations

where no approved HLS/RHLS exist, without assistance from troops on

ground. These operations shall be limited to emergency situations (In-

flight emergency, CASEVAC, etc.) as indicated in the UN Aviation Manual

(Annex 5M) In this case, the Pilot- in- Command (PIC) is the ultimate

responsible for the safe execution of the task on a case by case basis.

Capability for 24/7 reaction with 45 mins take-off time;

Capability to refuel from aviation fuel drums from forward locations;

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Armoured protection for crew;

Additional fuel tanks for extended range (external tanks);

k) Range of xx NM (as per SUR) carrying armament. It is understood that fire

capabilities will be reduced depending on the required range; and

Minimum cruise speed of xx knots (as per SUR).

3.3

In addition to the above, the aircraft shall include the following minimum

equipment:

a) Global Positioning System (GPS) with a valid database;

b) VHF, UHF HF and satellite phone communications equipment compatible

with MISSION communications equipment;

c) Automatic Emergency Locator Transmitter (ELT) with

406 MHz

frequency on each aircraft equipped with a Personnel Locator Beacon

(PRB);

d) Transponder 3/A and C;

e) Composite survival kits appropriate to the mission area;

f) Fire extinguishers and first aid kits;

g) Radar Altimeter;

h) Direction Finder (DF) equipment capable to guide aircraft to Emergency

Locator Transmitters (ELT 406 MHz);

FDR (non- photographic) (Flight Data Recorder) and CVR (Cockpit Voice

Recorder);

j) Portable Satellite Tracking System to be provided by MISSION;

k) ILS/VOR and DME;

l) Automatic Direction Finder (ADF);

m) Radar Warning Receiver (RWR), Chaff and/or Flares (anti heat seeking

weapons counter measures);

n) Helicopter internal and external lights compatible with NVG; and

o) Forward Looking Infra-Red (FLIR).

3.4

The flight crews will possess the following minimum qualifications:

a) The Pilot-in-Command (PIC) for any sortie tasked by the UN will have a

minimum of 600 total flight hour (300 flight hours as PIC), with a

minimum of 100 actual flight hours as PIC on type aircraft. In addition,

each PIC needs to be IFR qualified as per national standards with a

minimum of 80 flight hours and shall be properly qualified and trained to

fly and operate at night with NVG with a minimum of 50 NVG flight hours.

b) The Co-pilot (CP) will have a minimum of 200 total flight hours. In

addition, each CP needs to be IFR qualified as per national standards with

a minimum of 20 flight hours and shall be properly qualified and trained

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to fly and operate at night with NVG with a minimum of 30 NVG flight

hours.

c) All air crew shall be properly qualified and trained to fly and operate at

night with NVG as per national standards with a minimum of 30 NVG

flight hours.

d) The number, qualifications, and the flight experience of the crews must

be sufficient to ensure that all the requirements are fulfilled in capacities

and capabilities, for day and night operations, 24/7, and up to xx (as per

SUR) flight hours per month per aircraft in compliance with the

applicable national standards.

e) Weapon currency is a national responsibility as there are no helicopter

weapon ranges in Host Country for use by MONUSCO. Pilots must be

current with all the weapon systems for the duration of their stay

without the need of refresher in the mission.

The Government of TCC will conduct the required firing proficiency

training of the flight crew prior to the crew rotations. The reimbursement

of the firing proficiency services for the United Nations will be conducted

upon verification of the actual ammunition used in accordance with

Annex 2 of this LOA and minimum national standards required for the

crew to be current to perform the required United Nations tasks. The

Government shall notify United Nations (Air Transport Section, Logistic

Support Division, and Department of Field Support) in advance on the

dates of such training exercise in advance that United Nations verification

inspector(s) will ensure procedural compliance in accordance with the

United Nations Regulations and Rules.

Term.

4.1

The term of this Letter of Assist is for one year term, effective from xx Month

20xx until xx Month 20xx, on the expiry of this term the UN at its option

with the Government of TCC concurrence may extend the term of the LOA for

two optional additional periods of one year each (1+1+1 year) until xx

Month 20xx and xx Month 20xx respectively. (Subject to MISSION

mandate). The activation of the optional years will require the agreement of

both parties

Aircraft availability.

5.1

The aircraft shall be available as follows:

a) Minimum availability of Number Type attack helicopters daily;

b) Individual helicopter availability of at least 23 days per month (21 days

in February) for each aircraft.

Flight Time.

6.1

The Government shall provide an average of xxx hours of flight time per

month for the fleet of Number Type (xx flight hours per aircraft) not to

exceed a total of xxxx flight hours for the term from xx Month 20xx to xx

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Month 20xx should the three optional years (1+1+1 ) be activated not to

exceed total of (xxx hrs + xxx hrs+ xxx hrs) subject to Mission’s mandate.

6.2

For purposes of this Letter of Assist, "flight time" means the total time from

the moment a helicopter's rotor blades star turning until the moment the

helicopter finally comes to rest at the end of the flight, and the rotor blades

are stooped for a flight tasked by the United Nations.

Operational base

7.1

The main operational base shall be Location (Host Country), but for

operational reasons the aircraft may be temporarily re-deployed to another

location within MISSION area of responsibilities. Temporarily deployments

(self-supporting) of Number aircrafts detached to forward operational

locations at previously certified airfields or HLS within MISSION Area of

Responsibility (AOR) shall be for periods of up to number (xx) days to (as per

SUR), including all personnel, maintenance, and support requirements. At

those Temporary locations, security will be provided by MISSION Force

elements. Temporary forward deployments in excess of xx days, are to be

agreed between the UN and TCC and may be subject to aircraft and/or

personnel rotation for maintenance, provision of crew accommodations (as

COE Manual currently 2017, or as revised), meals, local transportation,

operational communication facilities, ground support equipment and

security of helicopters. This relocation will be only performed upon

consultations and concurrence of the Government of TCC.

7.2

Inter- Mission Cooperation: Based on the United Nations Security Council

Resolutions (UNSCR’s), with the concurrence of the Government and in

coordination with the Mission(s) involved, the aircraft may operate

temporarily outside of the MISSION AOR in support of other Peacekeeping

Mission, if applicable.

Reimbursement

8.1

The United Nations shall reimburse the Government for the satisfactory

performance of the services under this Letter of Assist the following costs:

The reimbursement will be based on the fixed term rental rate at US$

xxxxxx per month (US$ xxxxxx per aircraft) where the Government shall

be capable of providing an average of xx hours of flight time for the fleet of

Number military aircraft per month (xx flight hours per aircraft) and not

to exceed a total of xxxx flight hours for the term of each year (1+1+1 year),

as specified in paragraph 4. It includes all costs for operations, maintenance,

inspections, spare parts, oils, lubricants, rocket launchers, aircraft

maintenance/support equipment and appropriate aircraft manuals. This

also includes regular security and evacuation exercises in consultation with

the Force HQ and authorized by the Mission’s air specialist.

The amount of fixed monthly rate to be reimbursed to the Government

shall be reduced, on a pro-rata basis, ONLY in the event that the Aircraft

and/or Aviation Personnel do not fulfil the capability and availability

requirements for performing MISSION tasking as set out in paragraphs

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5 b of this Letter of Assist as per the following formula: US$ xxxxxx

(monthly rate) / number of days per month x NON available days (to be

applied as described in the following paragraph) within that

month=Actual monthly deduction for each aircraft.

The number of NON-available days to be applied in the previous

formula will be calculated on a monthly basis for each helicopter, as

follows:

For all months, except February, if availability is less than 23

days, then Non-available days (to be applied) = 23 - days available.

For the month of February, if availability is less than 21 days,

then Non-available days (to be applied) = 21 - days available.

Actual cost for firing of anti-tank guided missiles, rockets and machine guns

by the pilots during the year. Details of such firings are included in

reimbursement of Ammunition expended by LOA aircraft (Attachment 2)

and would be in excess of the amount agreed in the paragraph 8.2. of the

General Terms and Conditions. Ammunition expended during actual

hostilities will be verified by the United Nations Aviation Verification Officer

for the certification and subsequent reimbursement at above mentioned

rates.

US$ xxxxx for painting of the four aircraft (US$ xxxxx per aircraft or any

substitution);

Positioning/Depositioning. Under United Nations and Government

arrangements provided each and every time an aircraft accumulates a total

of xxx flight hours in support of the mission. These rotations shall be at UN

expense and coordinated between the Government and United Nations.

Rotations can be accomplished under commercial arrangements or,

alternatively, under separate LOA as agreed between United Nations (Air

Transport Service, LD/OSCM/DOS and Movement Control Section of

TMS/LD/OSCM/DOS) and the Government.

Costs for airport services, excluding taxes from which the United Nations is

exempt, as specified in paragraph 17 below, and costs for aviation fuel are

not included in the cost per flying hour set out in (a) above, and shall be

reimbursed and/or provided by the United Nations to the Government at

actual cost provided: (i) such costs are incurred during flight time; (ii) such

costs are reasonable; (iii) the Government submits to the United Nations,

together with its invoice, a copy of the invoice presented to the Government.

8.2

The foregoing notwithstanding, the United Nations shall not reimburse the

Government in excess of US$ xxxxx for the period of three year from xx

Month 20xx to xx Month 20xx.

8.3

Certification for reimbursement by the United Nations requires inter alia

verification by the authorized United Nations Chief Aviation Officer the

aircraft was operating in accordance with this Letter of Assist.

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8.4

Aircraft tasked to conduct flight operations outside the scope, direction, or

intent of this Letter of Assist may not be endorsed for reimbursement. The

cost of aviation fuel which was used during test flights after routine

maintenance can be deducted from the UN assessed sum to reimburse the

Government compensation amounts. The basis for this deduction will be a

notification to the UN Mission, confirmed by the national contingent

commander.

8.5

The United Nations shall make payments to the Government under this

Letter of Assist upon receipt of the Government's invoice and certification by

the authorized United Nations Chief Aviation Officer that the services for the

period of the invoice have been satisfactorily performed. The signature of

the authorized UN Representative on Form FOD 40, Aircraft Use Report

(AUR) constitutes a certificate that the services provided as described

thereon have been satisfactorily performed.

8.6

Government invoices for the items referred to in paragraph 8.1 a., c., d., and

e. should be sent to the Chief, Reimbursement Claims Management and

Performance Section, Uniformed Capability Support Division, Office of

Supply Chain Management, Department of Operational Support

(RCMPS/UCSD/OSCM/DOS). All other invoices arc to be presented to

MISSION in accordance with subparagraph 8.1(f) above and will be

reimbursed to the Government by MISSION.

Assignment.

9.1

The Government will not assign, transfer, pledge or make other dispositions

of this Agreement or any part thereof, or any of the Government’s rights,

claims or obligations under this Agreement except with the prior written

consent of the United Nations.

10.

Aircraft call signs.

10.1

The United Nations will, if required, assign to the Government appropriate

United Nations call signs, which the Government may use only for self-

deployment and redeployment of the aircraft to and from the mission area.

In addition, with respect to long term services aircraft, once the aircraft have

arrived at the "mission base of operation", the United Nations will assign to

the Government appropriate United Nations call signs, which the

Government may use only for flights, which have been tasked by the

United Nations. In both of the above-mentioned instances, the Government

may only use the United Nations call sign together with its own usual call sign

in order to ensure the proper identity of the aircraft. In this connection, the

Government must always identify itself and the aircraft, using both call signs,

in all communications with airports and in-flight agencies.

10.2

In order to facilitate the United Nation’s compliance with paragraph 8.1.e, the

Government shall provide 14 days’ written notice of aircraft rotations. The

notice should be addressed to the Chief, Air Transport Service,

LD/OSCM/DOS with a copy to MISSION Chief Aviation Officer and provide

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the scheduled rotation date, Aircraft Registration Mark, and reason for

rotation.

11.

Aircraft painting and markings.

11.1

The Government shall paint the aircraft in United Nations livery (white) and

affix "UN" markings to the aircraft in accordance with the instructions

attached hereto as Attachment 1. The Government may only use such painted

and marked aircraft for flights, which have been tasked by the United

Nations.

11.2

Upon the expiration or termination of this Letter of Assist, or the withdrawal

of certain aircraft from the fleet provided by the Government, all UN

markings shall be removed from the aircraft prior to departing from the

mission area.

11.3

The painting and markings will be professionally and uniformly applied

without streaking, bleed through, chipping, and over-sprays.

12.

Clearances.

12.1

The Government shall be responsible for obtaining authorizations from

governmental or other authorities and other documents necessary for the

performance of the transportation under this Letter of Assist.

13.

Scheduling of flights.

13.1

The flights under this Letter of Assist shall conform to a flight schedule as

tasked by the United Nations. The flight schedule shall specify the dates and

times of departure, originating airports, routes, sortie profile, number of

passengers and/or total weight of cargo, estimated time of arrival.

13.2

Should any flight(s) be delayed by the Government, the Government shall

promptly notify the United Nations of the delay and the reasons for such

delay.

14.

Facilities provided by United Nations.

14.1

Ground support arrangements, including the provision of accommodation

and facilities, are specified in the relevant MOU between the Government and

the UN as COE Manual (currently 2017, or as revised).

14.2

The United Nations may provide the Government such facilities as are

necessary for the performance of services hereunder, as agreed by the

parties and set out below:

a) Facility 1

b) Facility 2

(if applicable)

These facilities are provided for the convenience of the Government at no cost and give

rise to no liability on the part of the United Nations.

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15.

Reporting and accidents.

15.1 In the event of any accidents or incidents involving the aircraft, the

Government shall immediately report such accidents or incidents to the

United Nations and all appropriate governmental authorities and shall

protect and preserve all evidence in connection with the accidents or

incidents. In addition, the Government shall co-operate with all

investigations into the accidents or incidents, which may be instituted by the

United Nations and/or governmental authorities, including the preparation

of reports.

16.

Safety.

16.1 The Government shall be solely responsible for the safety and airworthiness

of the aircraft and the operation of the aircraft, and represents that during

the term of this Letter of Assist:

a) The aircraft shall be properly manned, equipped, operated, inspected,

maintained and serviced, in compliance with the rules and regulations of

the Government and any other applicable aeronautical rules and

regulations, including those of the host country;

b) The aircraft shall be fit for the purposes for which they are being used and

shall be safe for passenger, cargo and passenger/cargo combination (-

combi) air transportation in the designated area (s) of operation under

this Letter of Assist.

c) Any requirement to rotate or replace the aircraft for maintenance or safety

reasons within the period of this LOA, (xx Month 20xx to xx Month

20xx), shall be at the sole responsibility and cost of the Government.

However, any aircraft logging more than xxx flight hours before the expiry

period of this LOA or on completion of the three years period of the LOA,

will be rotated/replaced at UN expense including painting costs, if

required.

16.2 The flight crew, maintenance and other required support personnel shall,

inter alia, be medically fit and possess the necessary training knowledge,

qualifications, skill and experience to perform the duties under this Letter of

Assist. The pilots are required to maintain day and night flying currency in

accordance with International/Government/UN regulations. Hours flown

to maintain pilot day/night (NVG) currency will be reimbursed by the

UN. Without prejudice to the above, the United Nations reserves the right to

review and inspect documentation relating to the experience level and

current medical status of all aircrew members, including the Pilot, Pilot-

Navigator (co-pilot), Engineer and Radio Operator. Documents mentioned

in Paragraph 26.1 related to Service Regulations for crew currency and

proficiency will be provided by the Government. In addition, the flight

crew shall be fully fluent in "aeronautical" English.

16.3 The Government agrees that flights tasked by the Mission will fully comply

with the operating procedures in Chapter 3 of the UN Aviation Manual and

with local flying instructions issued by the Mission.

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16.4

The UN Aviation Manual, Section II Chapter 3 requires a risk assessment be

accomplished by the Pilot-in-Command. It must be completed prior to the

initial flight each day that covers the day’s tasking. The Government agrees

that during the term of this Letter of Assist, the Pilot-in-Command of the UN

tasked aircraft will complete the risk assessment checklist. To the maximum

extent possible, the checklist will be forwarded to the Mission’s Aviation

Specialist for review prior to the initial flight, except where precluded by

emergency conditions. In addition it is required that “Risk/Threat

assessment for the area of operations” to be executed by MONUSCO Aviation

specialists (Force HQ, Aviation Safety Unit and/or Aviation Section) prior to

any operational flight; copy of the assessment summary to be provided to the

Contingent Commander on a daily basis.

17.

Responsibility for claims and insurance.

17.1

The Government shall bear the risk of loss or damage to the body and parts

of the aircraft and shall be responsible for claims by any personnel provided

by the Government who are not members of the United Nations

peacekeeping operation arising from the performance of services hereunder.

The Government may meet its responsibility through insurance or self-

insurance.

17.2

Government claims in respect of the death, injury or illness of members of

the Aviation Unit attributable to United Nations service shall be dealt with in

accordance with the Guidelines for Troop-Contributors annexed to the MOU

and General Assembly resolution A/Res/64/269.