OPERATIONS MANUAL CCG HELICOPTERS 4. PART 1 - CHAPTER 4 - OPERATIONAL CONTROL

Transcription

1 4. PART 1 - CHAPTER 4 - OPERATIONAL CONTROL 4.1 FLIGHT AUTHORIZATION OPERATIONAL FLIGHTS FLIGHT RELEASE FERRY FLIGHTS (MAINTENANCE) TRAINING FLIGHTS MAINTENANCE TEST FLIGHTS FLIGHT PLANNING FLIGHT DISPATCH AND FLIGHT WATCH ASD RESPONSIBILITIES PILOT-IN-COMMAND (PIC) RESPONSIBILITIES FLIGHT WATCH COMMUNICATIONS WEIGHT AND BALANCE CONTROL LOADING WEIGHT COMPUTATIONS WEIGHT AND BALANCE CALCULATIONS WEIGHT AND BALANCE TERMS FUELLING REQUIREMENTS MINIMUM FUEL AND OIL REQUIREMENTS FUELLING WITH PASSENGERS ONBOARD DISTRIBUTION OF OPERATIONAL INFORMATION AIRCRAFT CRITICAL SURFACE CONTAMINATION FLIGHT IN SNOW AND ICING CONDITIONS THUNDERSTORMS MINIMUM TEMPERATURES VFR WEATHER MINIMA SPECIAL VFR WEATHER MINIMA VFR OVER THE TOP (OTT) MINIMUM ALTITUDES GENERAL BUILT-UP AREAS NON-BUILT-UP AREAS PILOT QUALIFICATIONS AND COMPETENCY CHECKS GENERAL COMPETENCY REQUIREMENT PIC EXPERIENCE REQUIREMENT TO CARRY PASSENGERS RECENCY REQUIREMENTS January 2005 OPERATIONAL CONTROL Chapter 4-1

2 4.16 FLIGHT AND DUTY TIME LIMITATIONS AND REST PERIODS MAXIMUM FLIGHT TIME FLIGHT DUTY TIME FLIGHT TIME LIMITATION MINIMUM REST AND TIME FREE FROM DUTY UNFORESEEN OPERATIONAL CIRCUMSTANCES FLIGHT CREW POSITIONING RESERVE RECORDS OF FLIGHT TIME AND DUTY TIME MANUALS AND PUBLICATIONS PASSENGER BRIEFING INDIVIDUAL SAFETY BRIEFINGS FLIGHT RECORDS - AIRCRAFT JOURNEY LOGBOOK AND HOPS GENERAL TIME FREQUENCY OF ENTRIES AWAY FROM BASE OPERATIONS ROTORCRAFT DEFECTS JOURNEY LOGBOOK DEFECT ENTRIES DEFECT NUMBERING FLIGHT DEFECTS RECURRING DEFECTS DEFERRED MAINTENANCE ITEMS (DMIS) TRANSPONDER REQUIREMENTS CLASS F SPECIAL USE RESTRICTED/ADVISORY AIRSPACE BASE FACILITIES OPERATING OVER WATER (LAND AIRCRAFT) OPERATING OVER WATER (EXTERNAL LOAD OPERATIONS) CARRIAGE OF PERSONS (AERIAL WORK OPERATIONS) BRIEFING OF PERSONS OTHER THAN FLIGHT CREW MEMBERS (AERIAL WORK) SHIPBOARD OPERATIONS DISPATCH AND FLIGHT AUTHORIZATION FLIGHT WATCH SEARCH AND RESCUE FLIGHTS DISPATCH AND FLIGHT AUTHORIZATION FLIGHT WATCH January 2005 OPERATIONAL CONTROL Chapter 4-2

3 4.1 FLIGHT AUTHORIZATION OPERATIONAL FLIGHTS 1. Operational flights must be co-authorized by the (Regional) Supervisory Helicopter Pilot or base pilot and the appropriate CCG manager including the captain of a CCG vessel when shipboard. The CCG manager will initiate the request, forward it via fax or hand to the (R)SHP, scheduler or base pilot who will then assign the helicopter and crew, and authorize the flight(s). Authorization by the CCG manager is not required for test or training flights except when shipboard. 2. When operating away from base or at single helicopter bases this authority is delegated to the PIC FLIGHT RELEASE A flight release will be deemed to have been given when the PIC has determined that: 1. the flight can be conducted in accordance with the company s Air Operator Certificate, Operations Specifications and Regulations; 2. all required licences, permits and certificates are valid; 3. all required aircraft maintenance work has been completed (aircraft is airworthy) and sufficient time remains before the next required maintenance to complete the flight/s for which the aircraft is being released; 4. an Operational Flight Plan/Flight Plan or Flight Itinerary has been completed as appropriate; and 5. all documents and manuals as required by the CARs to be carried are onboard the aircraft FERRY FLIGHTS (MAINTENANCE) 1. A flight permit is required to fly an aircraft when there is not in force a Certificate of Airworthiness (C of A) e.g. an overdue inspection, damage to the rotorcraft, unserviceability, etc. 2. The Director, Flight Operations, in conjunction with the Chief Pilot and Director of Technical Services, will be responsible for obtaining a Flight Permit from the appropriate Regional Office of TC. Essential crew only (no passengers) shall be carried; and the Director of Technical Services must certify that the aircraft is airworthy for the intended flight. The Ferry Flight shall be conducted in accordance with the conditions of the Flight Permit. 3. The Ferry Flight will be authorized by the Director, Flight Operations once the Flight Permit has been issued. January 2005 OPERATIONAL CONTROL Chapter 4-3

4 4.1.4 TRAINING FLIGHTS Training flights shall be authorized by the Chief Pilot, Training Pilot, or (R)SHP MAINTENANCE TEST FLIGHTS Maintenance test flights shall only be conducted after the PIC has been thoroughly briefed by the Maintenance Department on the work completed and the reason for the flight. 4.2 FLIGHT PLANNING 1. In accordance with CARs, no flight will commence unless an Operational Flight Plan that meets the CASSs, has been prepared. 2. As CCG pilots use a self-dispatch system, it is the PIC s responsibility to ensure that the appropriate documents, including Flight Plan/Flight Itinerary, Operational Flight Plan, have been prepared and filed prior to departure. The following chart reflects the minimum standard. (Operational Flight Plan Form - Chapter 9) WHAT VFR Within 25NM of the Point of Departure VFR Flight Plan (Day) Yes 1 or Flight Itinerary VFR Flight Plan (Night) Yes 4 WHEN VFR Over 25NM From the Point of Departure Yes 1 or Flight Itinerary Over Water Yes 1 or Flight Itinerary Yes 4 Yes 4 Flight Plan Filed With ATC Unit, FSS or Community Aeradio VFR Flight Itinerary Yes 1 Yes or Flight Plan 1 Yes or Flight Plan 1 Flight Itinerary Filed With Responsible Person, ATC, FSS or Community Aeradio Operational Flight Plan Yes 2&3 Yes 2&3 Yes 2&3 Operational Flight Plan Filed With Company or Responsible Person 1 Flights to or from the USA or a military aerodrome always require the filing of a flight plan. 2 Day VFR operations the flight plan or flight itinerary may constitute the operational flight plan. 3 A copy of the operational flight plan need not be carried or retained for day VFR operations which originate and terminate on the same day at the same time. January 2005 OPERATIONAL CONTROL Chapter 4-4

5 4 An operational flight plan shall include the following documents: Flight plan filed with ATC, passenger manifest, route, altitude, fuel required, weather, and NOTAMs. 3. The PIC shall ensure that a copy of an operational flight plan, is left at the point of departure of a flight(s) recorded on the plan. A copy of the Operational Flight Plan shall be placed in the company file and retained for a period of not less than 6 months after the termination of the flight for which it was prepared. 4.3 FLIGHT DISPATCH AND FLIGHT WATCH 1. CCG pilots shall utilize the pilot self-dispatch system. 2. The PIC of any flight has the sole authority to make decisions as to initiation, continuation, delay, diversion or rerouting of the flight when conditions are such that operational decisions are necessary. 3. The PIC shall notify the person who authorized the flight of any change of itinerary or schedule AIRCRAFT SERVICES RESPONSIBILITIES 1. Provision of facilities, forms and equipment to enable the PIC to safely plan and execute flights. 2. When aircraft are operating, a company representative knowledgeable with company flight operations will be on duty. If an occurrence occurs involving a CCG helicopter, this person shall notify the (R)SHP, RMFO or Chief Pilot by the quickest means available. 3. Current information on the location of all helicopters shall be maintained at the main base of operation for the specific helicopter PILOT-IN-COMMAND RESPONSIBILITIES Pilots shall: 1. Complete and file a Flight Plan or Flight Itinerary and prepare an Operational Flight Plan. 2. When operating away from company bases it may not be possible to file a flight plan or flight itinerary with ATC, FSS or Community Aeradio. In such cases pilots shall complete a company Operational Flight Plan and leave same with a responsible person. 3. The PIC is to appoint a responsible person who has agreed to accept the Operational Flight Plan/Flight Itinerary, and should the flight fail to arrive within one hour of the estimated time of arrival specified in the Operational Flight Plan/Flight Itinerary, this person will notify either an Air Traffic Services unit (ATS), the Transportation Safety Board (through the ATS unit), a Peace Officer, or an Officer of the Canadian Forces (Rescue coordination Centre) and the company duty representative. Amendment No September 2006 OPERATIONAL CONTROL - Part 1, Chapter 4-5

6 4. Pilots shall ensure that the responsible person is fully briefed and clearly understands his/her duties. 5. PIC's shall obtain the latest weather information from the appropriate FSS. At remote locations where communication with FSS is not possible, the PIC will make an observation of the current weather conditions. The weather information obtained must meet or be better than the weather specified in section The PIC shall ensure that an arrival report is filed (where a flight plan or flight itinerary has been filed) with an ATC unit, a FSS or a community aerodrome radio station as soon as practicable after landing but no later than: a. the search and rescue action initiation time specified in the flight plan; or b. where no search and rescue action initiation time was specified, one hour after the last reported ETA (flight plan) or 24 hours after the last reported ETA (flight itinerary). 7. PIC's shall ensure that the following documents and publications are carried on board company aircraft: Certificate of Airworthiness; Certificate of Registration; Company Operations Manual; Standard Operating Procedures; Aircraft Radio Licence; Aircraft Journey Log Book; Aircraft Flight Manual; Flight Crew Licences; Current Weight and Balance report; Copy of Operational Flight Plan, Flight Plan or Flight Itinerary; and Flight Supplement which includes a copy of the Intercept Orders FLIGHT WATCH COMMUNICATIONS 1. Pilots are to keep a listening watch and attempt to maintain radio contact on the appropriate FSS frequency (preferred frequency Mhz). Also, pilots are to monitor the CCG FM or HF frequency appropriate to the area and type of operation. 2. The procedure for the transmission of operational information shall be: a. Base to Aircraft: A request through ATC to the centre controlling the aircraft to call base on landing or a specified FSS when airborne, or a message through the CCG radio network. b. Aircraft to Base: A request through a specific FSS to relay a message by collect telephone or a message through the CCG radio network. Amendment No September 2006 OPERATIONAL CONTROL - Part 1, Chapter 4-6

7 4.4 WEIGHT AND BALANCE CONTROL LOADING The PIC will ensure his/her aircraft is loaded so that: 1. the take-off weight and landing weight do not exceed the maximum weights specified in the approved aircraft flight manual; 2. the aircraft performance is more than adequate considering the type of take-off or landing and the area to be used; 3. the load is distributed in a manner to ensure the C of G will remain within its safe envelope for the duration of the flight; 4. the load is secured with the tie down gear supplied to ensure that no shifting will occur during flight; 5. where a mixed cargo/passenger load is carried, the cargo will be located and secured so as to avoid any risk to passenger safety, or block any normal or emergency exit; 6. crews must load so that they have unrestricted access to the passenger area (as appropriate to type), fire extinguisher, first aid kit, emergency equipment and life jackets; 7. external loads must be carried in accordance with the aircraft type certificate, the flight manual supplement and company directives; 8. articles which are classified as dangerous goods shall not be carried unless the crew is trained in accordance with Chapter 7 of this manual. 9. each passenger will be supplied with a seat and a serviceable safety belt and the seat belt shall be fastened at all times unless authorized by the PIC. 10. a C of G hover check will be completed on every flight WEIGHT COMPUTATIONS 1. Baggage and Cargo will be weighed when scales are available. When scales are not available, crews must exercise caution when accepting either a verbal or written estimate of cargo weight from a passenger. 2. Passenger Weights - PIC's may use the following for the purpose of computing weights: Summer (Mar 15 - Dec 14) Winter (Dec 15-Mar 14) 200 lbs 90.7 kg Males (12 yrs up) 206 lbs 93.4 kg 165 lbs 74.8 kg Females (12 yrs up) 171 lbs 77.5 kg 75 lbs 34 kg Children (2-11 yrs) 75 lbs 34 kg 30 lbs 13.6 kg Infants (0-2 yrs) 30 lbs 13.6 kg Amendment No September 2006 OPERATIONAL CONTROL - Part 1, Chapter 4-7

8 Note: Where no carry-on baggage is permitted or involved, the weights for males and females may be reduced by 8 lbs. 3. If the PIC estimates the passengers' weights to be more or less than the above, he/she shall use actual weights for computing the load. 4. Liquid Weights: PIC's may use the following for the purpose of computing liquid weights: water 2.2 lbs/lt 10.0 lbs/imperial gallon oil 1.98 lbs/lt 9.0 lbs/imperial gallon AvGas 1.59 lbs/lt 7.2 lbs/imperial gallon Jet A lbs/lt 8.4 lbs/imperial gallon Jet B 1.8 lbs/lt 7.7 lbs/imperial gallon 5. Hand Baggage in the passenger cabin must be restrained WEIGHT AND BALANCE CALCULATIONS 1. The maintenance manager shall ensure that a certified and current empty Weight and Balance (W&B) report is provided in each rotorcraft showing the Operational Empty Weight (OEW) and the CofG location for each rotorcraft (this OEW and CofG location shall be placed in the Journey log book). An OEW, that flight crews may use to complete individual calculations, includes removable equipment, flight crew and flight bag/s, oil, unusable fuel, and survival equipment. The amendment number of the current W&B report shall be recorded as an entry of the aircraft Journey Log book. 2. Notwithstanding paragraph (3) a company weight and balance calculation form shall be completed for each flight and signed by the PIC. A copy shall be left at the point of departure with instructions that it be retained for 24 hours. The original of the form will be returned to the company and retained in the company files for a six month period following the flight. 3. A weight and balance calculation form need not be completed for each flight if all of the following conditions are met: a. the aircraft is regularly utilized on the same type of operation and the cabin configuration does not substantially change from flight to flight; b. sample calculations of the weight and CofG position for that aircraft, configuration and load are computed and retained in both the aircraft and operations office, to indicate the extremes of fuel and payload distribution beyond which the CofG limits would be exceeded; and c. the PIC shall ensure that the aircraft is loaded within the sample calculations stated in sub-clause 'b' above and all items carried which are not included in the equipment list that forms part of the weight and balance report, have been included in the weight calculations. Amendment No September 2006 OPERATIONAL CONTROL - Part 1, Chapter 4-8

9 4.4.4 WEIGHT AND BALANCE TERMS Important terms relating to the helicopter weight and balance are as follows: Configuration A - represents the configuration of the helicopter as it was weighed. A reweighing is required every 5 years or when a major modification is carried out that effects the weight and balance of the helicopter. Up to 5 minor changes can be made without recalculating the W&B or re-weighing the helicopter. Amendment - is a recalculation of the helicopter s W&B required as a result of a modification that is significant but does not require that the helicopter be re-weighed. For all practical purposes this term is not pertinent to daily W&B calculations. Addendum - is a calculation of the new weight and balance of the helicopter when a minor change to its basic configuration is made for operational reasons. An example is the removal of the doors. The addendum is provided as a convenience and eliminates the need for a new W&B calculation to be entered in the logbook before the flight by providing the calculations for minor configuration changes made to carry out different operational roles. A W&B Quick Reference Chart (QRC) is attached to the journey logbook case. This chart has been developed to provide the pilot with information on the weight of the helicopter in Configuration A and changes to that configuration (Addendum) that are likely in normal operations. If the configuration has been amended at any time, the word Amendment and a number will be written under the Configuration A title on the QRC. The weight shown for Configuration A and the Addendum will have been adjusted according to the amendment so the pilot will not need to adjust the weights shown on the QRC. This information on the QRC is provided to the pilot to facilitate takeoff weight calculations and is not intended to replace the detailed calculations in the W&B section of the Flight Manual. It is the pilot s responsibility to ensure that the QRC matches the information in the Flight Manual. 4.5 FUELLING REQUIREMENTS MINIMUM FUEL AND OIL REQUIREMENTS The PIC is responsible for ensuring that: 1. sufficient fuel and oil is carried for the planned flight with a minimum reserve of 20 minutes at normal cruising speed and a further contingency reserve if required by any factors that may affect the planned duration of the flight; 2. a company employee is present when his/her aircraft is refueled to confirm that the correct type and amount of fuel is loaded, that the fuel source is grounded to the rotorcraft, and that fuel being loaded is adequately filtered to prevent contamination; and 3. the fuel cap is removed immediately prior to flight to visually check that the fuel level reflects that ordered. In addition, always check the fuel and sump drains are September 2006 OPERATIONAL CONTROL Chapter 4-9

10 checked after refueling or after the rotorcraft has been parked outside in precipitation for an extended period FUELLING WITH PASSENGERS ONBOARD Refueling with passengers onboard the helicopter is not permitted. 4.6 DISTRIBUTION OF OPERATIONAL INFORMATION 1. The Regional Manager or Chief Pilot shall ensure that operational information is distributed to all operations personnel in a timely manner. 2. New operational information of a routine nature will be posted on a bulletin board location in the flight operations office. 3. Personnel will check this board prior to flight and initial the material once having read it. 4. When all operational staff or personnel to whom the information is directed have read an item, it will be removed, placed in a binder maintained for this purpose, and removed for destruction only when it is no longer relevant. 5. URGENT safety items will be communicated directly to all affected. 4.7 AIRCRAFT CRITICAL SURFACE CONTAMINATION 1. Where frost, ice or snow exists, the PIC shall not commence a flight unless the aircraft has been inspected to determine whether any frost, ice or snow is adhering to the critical surfaces as defined. Such inspection shall be carried out by the PIC, or a person other than the PIC who is delegated such duties by the company, and has received training concerning surface contamination as required by the CARs and CASS; 2. When any frost, ice, and/or snow is found adhering to any critical surface, said contaminant will be removed before any flight is attempted; 3. The methods for removal of frozen contaminants include; a. the application of warm water; deicing fluid (if approved by the rotorcraft manufacturer); or b. warming the rotorcraft surfaces by placing the rotorcraft in a warm hangar, using the sun's heat or by directing heated air from a heater; and/or brushing; and 4. If a clean aircraft for departure cannot be assured, the only acceptable alternative is to cancel or postpone the flight until conditions are acceptable. September 2006 OPERATIONAL CONTROL Chapter 4-10

11 4.8 FLIGHT IN SNOW AND ICING CONDITIONS 1. CCG helicopters are not equipped and are not authorized to operate in icing conditions. Pilots shall not commence a flight when icing conditions are reported to exist or are forecast to be encountered during the flight. 2. If icing conditions are encountered en route, the aircraft shall leave the icing area immediately. If this is not possible the aircraft shall be landed at the nearest suitable landing area. 3. Flight in falling or recirculating snow shall be conducted in accordance with the appropriate aircraft flight manual. 4. Notwithstanding paragraph 4.8(1) above, pilots may conduct a take-off and commence a flight in a multi-engine transport category rotorcraft where icing conditions are forecast to be encountered along the route to be flown and no current weather reports or pilot reports are available to determine the actual presence of ice, providing: a. prior to flight, the aircraft flight crew shall check all available weather information to ensure that the forecast icing is not likely to exist along the intended flight route; b. no flight shall be undertaken or continue into any area where freezing rain or freezing drizzle is forecasted; c. copies of all weather briefing documents shall be retained on file for audit purposes for a period of two years from the date of the associated flight; and d. for each flight, the aircraft flight crew shall have an alternative plan of action to be used, should any icing be encountered. 4.9 THUNDERSTORMS Company pilots shall not commence a flight when thunderstorms are in the immediate vicinity. If thunderstorms are encountered enroute and cannot be circumnavigated, the aircraft shall return to the point of departure or land at the nearest suitable landing area MINIMUM TEMPERATURES Pilots must use their experience and judgment during winter months regarding cold weather operations and when assessing low temperatures, must also include the "chill factor" for human survival before committing the rotorcraft for the day's program VFR WEATHER MINIMA Aviation weather information is available from AES weather offices and FSS weather stations. Telephone numbers, levels and hours of service are listed in the Flight Supplement. September 2006 OPERATIONAL CONTROL Chapter 4-11

12 1. All pilots shall observe the following company VFR weather minima (pilots may operate to higher minima in the interests of safety). Flight operations in uncontrolled airspace is not authorized when the reported flight visibility is less than one (1) mile. a. aircraft shall be operated with visual reference to the surface; b. when operating in Control Zones and/or Aerodrome Traffic Zones the flight, and when reported, ground visibility shall be at least 3 miles, the distance from cloud shall be at least 1 mile horizontally and 500 feet vertically and the aircraft must be at least 500 feet vertically clear of the earth's surface (except when takingoff and landing); c. in Control Areas and controlled airspace the flight visibility shall be at least 3 miles and the aircraft shall be at least 1 mile horizontally and 500 feet vertically clear of cloud; d. when operating in uncontrolled airspace at 1000 feet AGL or above, the flight visibility shall be at least 1 mile and at least 2000 feet horizontally and 500 feet vertically clear of cloud; e. visual reference to the surface must be maintained at all times. If visibility is deteriorating during a flight the PIC must decide to slow down, land and/or reverse course early enough to avoid losing visual reference; and i. the aircraft shall be operated at such reduced airspeed as will provide the PIC adequate opportunity to see and avoid obstacles; ii. pilots shall be aware of the weight of the aircraft and consider stopping distance, rapid turns and power requirements; iii. the reduced airspeed must allow the pilot to safely conduct a 180 degree turn and land prior to entering any lower weather conditions; iv. pilots must be aware of the wind direction and strength; v. pilots shall study the route to be flown and be familiar with forecast weather, rising ground, potential landing areas and wires along the route. The pilot shall determine that the route can be flown safely in the reduced visibility; vi. pilots shall maintain good visual reference with the ground; vii. pilots shall not fly over calm water out of sight of the land; viii. pilots shall not fly over snow or ice covered surfaces without good visual reference to the ground, thereby avoiding whiteout conditions; and, ix. pilots shall not fly or plan the route over rising terrain SPECIAL VFR WEATHER MINIMA PICs shall request and receive special VFR from the airport controlling authority before entering or leaving control zones. The aircraft shall remain clear of cloud, flight visibility shall not be less than ½ SM, and the IAS shall be reduced to allow the PIC to see and avoid other aircraft and obstructions. Flight operations in uncontrolled airspace is not authorized when the reported flight visibility is less than one (1) mile. September 2006 OPERATIONAL CONTROL Chapter 4-12

13 4.13 VFR OVER THE TOP (OTT) 1. Notwithstanding subparagraph 4.13 (2) (a), company rotorcraft may be operated VFR OTT during the cruise portion of the flight during the day in accordance with the following requirements: a. the helicopter is a multi-engine capable of maintaining flight at flight planned altitude or able to descend under VMC conditions. b. the pilot is authorized for VFR OTT flight by the operations manager or chief pilot and has an instrument rating; c. the aircraft is flown 1000 feet vertically clear of cloud; September 2006 OPERATIONAL CONTROL Chapter 4-13

14 d. when flown between two cloud layers, the vertical distance between such layers is at least 5000 feet; e. the flight visibility at the cruising altitude is at least five (5) miles; f. the weather at the destination aerodrome is forecast to have a sky condition of scattered cloud or clear and a ground visibility of five (5) miles or greater with no forecast of precipitation, fog, thunderstorms, or blowing snow and these conditions are forecast to exist: i. where the forecast is an aerodrome forecast (FT/TAF), for the period from one hour before to two hours after the ETA; and ii. where an aerodrome forecast is not available and the forecast is an area forecast (FA), for the period from one hour before to three hours after the estimated time of arrival. 2. For VFR OTT flight while carrying passengers pilots shall comply with the following conditions: a. the flight shall be conducted in accordance with paragraph (1); b. for multi-engine helicopters descent under VMC or continuation of the flight under VMC conditions if an engine fails; and c. for single engine helicopters, are not authorized for VFR OTT MINIMUM ALTITUDES GENERAL CCG helicopters may be operated at altitudes and distances less than those specified in the following paragraphs provided the requirement for the flight cannot be met in any other way, no hazard is created for persons or property on the surface or the helicopter, and the flight is necessary for carrying out flights as a police authority, in support of Coast Guard and Fisheries Act operations BUILT-UP AREAS 1. At all times company rotorcraft shall be operated at an altitude that would permit, in the event of an emergency requiring an immediate landing, the landing of the aircraft without creating a hazard to persons or property, in any case, such altitude shall be not less than 1000 feet above the highest obstacle located within a horizontal distance of 500 feet from the aircraft. 2. Company rotorcraft shall not land within the built-up area of any city or town, except at an airport/heliport. 3. Notwithstanding paragraphs (1) and (2) CCG helicopters may conduct such operations as per paragraph September 2006 OPERATIONAL CONTROL Chapter 4-14

15 NON-BUILT-UP AREAS Flights conducted over unpopulated areas that are not classified as built-up areas must be operated a distance not less than 500 feet laterally from any person, vessel, vehicle or structure. Altitude is at the discretion of the pilot based on prevailing conditions but must be no lower than is necessary PILOT QUALIFICATIONS AND COMPETENCY CHECKS CCG pilots shall meet the following qualifications GENERAL 1. It is the pilot's responsibility to ensure that all required licences, certificates and ratings are in force before flying CCG helicopters. Any suspected or known medical condition that might invalidate a licence is to be brought to the immediate attention of the Chief Pilot. 2. Before undertaking any duties as a flight crew member (flight training excepted), all the requirements of the company's approved ground and flight training program shall have been satisfied (See Chapter 8) COMPETENCY REQUIREMENT 1. Pilots conducting operations in CCG helicopters as PIC or SIC when passengers are carried require a Pilot Proficiency Check (PPC) conducted by a TC Rotorcraft Inspector or an approved Company Check Pilot (CCP). The pilot proficiency check expires on the first day of the thirteenth month following the month in which the check was completed. Where a pilot proficiency check, a competency check or annual training is renewed within the last 90 days of its validity period, its validity period is extended by 12 months. 2. PICs assigned to single engine rotorcraft shall undergo the PPC in one of the single engine types operated by the company. 3. Pilots assigned to duty on multi-engine rotorcraft shall undergo a PPC on each multiengine rotorcraft flown PIC EXPERIENCE REQUIREMENT TO CARRY PASSENGERS 1. A pilot shall not be dispatched on a passenger carrying flight unless said pilot has a minimum of five (5) hours PIC on type. 2. The above requirement may be reduced by one hour for each take-off, circuit and landing completed up to a maximum of 50 percent of the requirement. September 2006 OPERATIONAL CONTROL Chapter 4-15

16 RECENCY REQUIREMENTS Prior to conducting commercial operations pilots shall have completed in the rotorcraft type or synthetic training device of a type approved by the Minister for take-off and landing qualification at least three circuits and take-offs and landings within the previous 90 days FLIGHT AND DUTY TIME LIMITATIONS AND REST PERIODS The following system has been established to monitor the flight time, flight duty time and rest periods for all pilots. The flight time and rest periods described in the following subsections shall be adhered to by all CCG pilots. It is the responsibility of the Director Flight Operations to ensure that this system is followed MAXIMUM FLIGHT TIME 1. No TC pilot shall be assigned and no pilot shall accept an assignment, if the flight crew member's total flight time in all flights conducted by the flight crew member will, as a result, exceed a. 1,200 hours in any 365 consecutive days; b. 300 hours in any 90 consecutive days; c. 120 hours in any 30 consecutive days or, in the case of a flight crew member on call, 100 hours in any 30 consecutive days; or d. where the flight is conducted under Subpart 2 or 3, or is conducted using a helicopter, 60 hours in any 7 consecutive days; 2. When a flight crew member is scheduled for a flight which would require him to exceed the maximum flight time described above (appropriate to the operation being conducted), the flight crew member shall not accept the assignment and shall notify the Director, Flight Operations or Chief Pilot immediately. 3. Flight crew members shall inform (R)SHP, RMFO or Chief Pilot by the fastest means available when within 30 hours of the maximum allowable flight time for the type of operation being conducted FLIGHT DUTY TIME 1. The maximum flight duty time shall be 14 consecutive hours in any 24 consecutive hours. 2. Notwithstanding (1) above, the maximum flight duty time for TC pilots may be extended to 15 consecutive hours provided that: a. the minimum rest period is increased by 1 hour; or b. the maximum flight time does not exceed 8 hours in any 24 consecutive hours. September 2006 OPERATIONAL CONTROL Chapter 4-16

17 FLIGHT TIME LIMITATION 1. A flight crew member who reaches any flight time limitation shall be deemed to be fatigued, and shall not continue on flight duty or be re-assigned to flight duty until such time as he/she has had the rest period prescribed. 2. This includes all flight time. Pilots shall make the RMFO aware of the flight times and flight duty times conducted in all flying activities whether recreational, with TC, or with other air operators. 3. Time spent completing any duties required following flight duty time is not considered to be part of the minimum rest period MINIMUM REST AND TIME FREE FROM DUTY 1. Flight crew members shall be provided with minimum rest periods as defined. The minimum rest periods provided shall be at least one period of at least 24 consecutive hours free from duty as follows: a. 3 times within each 30 consecutive days; and 13 times within 90 consecutive days, b. following an assignment that exceeds 27 consecutive days, the pilot shall receive at least 5 consecutive periods of 24 consecutive hours free from duty, c. or following an assignment for up to 42 consecutive days, the pilot shall receive at least 5 consecutive periods of 24 consecutive hours free from duty. 2. Days off (at least 24 consecutive hours and free from all duty) due to weather or mechanical problems etc. can be applied towards the foregoing (1 (a) or (b)) 30 and 90 requirement. A company representative shall give the flight crew member advance notice of the rest period and shall not interrupt the flight crew member's rest period. 3. It is the responsibility of the flight crew members to use rest periods provided to obtain the required rest and ensure that they are adequately rested before reporting for flight duty. 4. For CCG helicopter pilots, the 24 consecutive hours 3 times within each 30 consecutive days (1(a) above) may be replaced by: a. a flight duty assignment for up to 42 consecutive days provided the flight crew member has received at least 5 consecutive periods of 24 hours free from all duty, prior to such assignment; b. following any duty assignment that exceeds 30 consecutive days the flight crew member shall receive at least five (5) consecutive periods of 24 consecutive hours free from all duty; and c. flight time shall not exceed 120 hours within 30 consecutive days and 180 hours within 42 consecutive days. September 2006 OPERATIONAL CONTROL Chapter 4-17

18 UNFORESEEN OPERATIONAL CIRCUMSTANCES Flight duty time may be extended up to a maximum of three (3) hours when the PIC, after consultation with the other flight crew members (multi crew aircraft), considers it safe to do so; the extension is a result of unforeseeable operational circumstances and no reasonable alternative is available. When the flight duty time is extended for this reason, the following is required: 1. the minimum rest period prior to the next flight duty assignment is extended by an amount at least equal to the extension to the flight duty time; 2. the PIC shall submit a report in writing (section 9.7) to the (R)SHP at the earliest opportunity advising the length of and reason for the extension; 3. the report shall be kept on file until after the next TC audit; and 4. the (R)SHP shall notify the Chief Pilot who shall notify the TC Commercial and Business Aviation office (responsible for the company) of the extension as soon as practicable FLIGHT CREW POSITIONING If the company requires a pilot to travel after the completion of flight duty time, and the combined flight duty time and time spent traveling exceeds the maximum flight duty time, the pilot will be provided additional time to rest equal to one-half (½) the maximum flight duty time that was exceeded RESERVE 1. Reserve means an assignment that requires the pilot to be available for flight duty with a minimum of 1 hour notice. While on reserve, the pilot will be provided the opportunity to obtain at least 8 consecutive hours of sleep in any 24 consecutive hour period. The pilot shall not be disturbed for work related reasons throughout the minimum rest period. 2. The rest period will be provided by one of the following methods: a. the company will give the pilot 24 hours notice of the start time and duration of the rest period. The rest period cannot shift more than 3 hours earlier or later than the preceding rest period, nor more than a total of 8 hours in any 7 consecutive days; b. any pilot who is required to be on reserve shall be given at least 10 hours notice of the assignment and is not assigned any duty for these 10 hours; or c. the company shall not assign a flight crew member to flight duty time and shall not disturb the flight crew member s rest period between 2200 hours and 0600 hours. 3. If the company is unable to provide the flight crew member with one of the three rest periods noted in (a), (b), or (c) above, and the pilot is called to report for flight September 2006 OPERATIONAL CONTROL Chapter 4-18

19 duty or the reporting time occurs between 2200 hours and 0600 hours local time, the following are required: a. the maximum flight duty time shall be limited to 10 consecutive hours; and b. the subsequent minimum rest period shall be increased by at least one-half (½) the length of the preceding flight duty time RECORDS OF FLIGHT TIME AND DUTY TIME 1. The (R)SHP shall maintain a daily record of the 24 hour rest periods and the flight time accumulated by each flight crew member on any aircraft. 2. Each flight crew member shall maintain daily a record of 24 hour rest periods and all flight time that he/she has accumulated as a flight crew member on any aircraft MANUALS AND PUBLICATIONS 1. CCG helicopters shall be operated in accordance with the limitations and conditions contained in the approved rotorcraft Flight Manual, a copy of which will be found in each rotorcraft. 2. The following publications (as applicable) are available in the company library, and shall be reviewed periodically by all operations personnel: Aeronautics Act Canadian Aviation Regulations (CARs) & Canadian Air Service Standards (CASS) Aeronautical Information Publication (AIP ) Maintenance Control Manual (MCM) Flight Supplement Aircraft Flight and Operating Manuals SOP and MELs, as applicable 4.18 PASSENGER BRIEFING 1. Before flight, passengers shall be given an oral safety briefing by a crew member or by an audio or audio-visual means. Individual briefings may be necessary for a visually or hearing impaired person, a comprehension restricted person, a person responsible for another person, (infant, or injured person). Before take-off and landing, the PIC shall visually check that all passengers are seated and secured. 2. If it is not practical to conduct in-air briefings, these briefings may be combined and given to passengers on the surface before engine start. 3. Items to be covered in briefings are as follows: Prior to embarking passengers rotor turning embarking and disembarking procedures; Prior to take-off September 2006 OPERATIONAL CONTROL Chapter 4-19

20 baggage stowage; baggage must be stowed in an approved baggage compartment. Carry on baggage must be secured under a seat or in an approved baggage area. how and when to use seat belts or safety harnesses; seat belts shall be fastened at all times during a flight unless authorized by a crew member. September 2006 OPERATIONAL CONTROL Chapter 4-20

21 no smoking rule; there shall be no smoking in or around the aircraft. location of emergency exits, exit signs and how to use emergency exits. location, review and purpose of the Safety Features Card or placards. requirement to obey crew members instructions; location of emergency equipment; life preservers, if carried: location, when to use, and demonstration of how to use the life preservers; instructions for immersion suits if applicable; location, operation and deployment of life rafts, if applicable; where applicable to wide body helicopters the method of egress in event or a roll-over accident by use of the under seat frame of the transverse cabin seats as a ladder of egress; any special instructions related to emergency evacuation if the helicopter is configured with external fixtures; and seat belts shall be fastened at all times during turbulence. Loose articles and baggage shall be stowed during turbulence. After Take-Off advisability of using seat belts/safety harness during flight. smoking is prohibited. Before Landing seat belts must be fastened carry on baggage must be stowed. After Landing remaining seated until the rotorcraft comes to a complete stop the safest and most hazard free route to follow when leaving the aircraft and the dangers associated with the pitot tube, main and tail rotors if disembarking passengers while the rotors are turning, a briefing shall be given to demonstrate the safest means possible to disembark. A briefing on items such as loose articles, rotors, and sloping terrain shall be reviewed. Emergency Landing (if time permits) fasten seat belts/safety harness review of safety features card data, as applicable store all carry on baggage brace position donning of life preservers (if applicable) and the requirement to remain in the helicopter until the rotor has come to a complete stop evacuation procedures INDIVIDUAL SAFETY BRIEFINGS The individual safety briefing shall include: 1. any information contained in the standard safety briefing and the safety features card that the passenger would not be able to receive during the normal conduct of that safety briefing; and September 2006 OPERATIONAL CONTROL Chapter 4-21

22 2. additional information applicable to the needs of that person as follows: a. the most appropriate brace position for that passenger in consideration of his/her condition/injury, stature, and/or seat orientation and pitch; b. the location to place any service animal that accompanies the passenger; c. for a mobility restricted passenger who needs assistance in moving expeditiously to an exit during an emergency: i. a determination of what assistance the person would require to get to an exit; ii. the route to the most appropriate exit; iii. the most appropriate time to begin moving to that exit; and iv. a determination of the most appropriate manner of assisting the passenger; d. for a visually impaired person: i. detailed information of and facilitating a tactile familiarization with the equipment that he/she may be required to use; ii. advising the person where to stow his/her cane, if applicable; iii. the number of rows of seats between his/her seat and his/her closest exit and alternate exit; iv. an explanation of the features of the exits; and v. if requested, facilitating a tactile familiarization of the exit.; e. for a comprehension restricted person, while using the safety features card, point out the emergency exits and alternate exit(s) to use, and any equipment that he/she may be required to use; f. for persons with a hearing impairment; i. while using the safety features card, point out the emergency exits and other equipment that the person may be required to use; and ii. communicating detailed information by pointing, face-to-face communication permitting speech reading, pen and paper, through an interpreter or through their attendant; g. for a passenger who is responsible for another person on board, information pertinent to the needs of the other person, as applicable; i. in the case of an infant: seat belt instructions method of holding infant for take-off and landing instructions pertaining to the use of a child restraint system; and recommended brace position; and h. in the case of any other person: i. instructions pertaining to the use of a child restraint system; and ii. evacuation responsibilities; and iii. for an unaccompanied minor, instructions to pay close attention to the normal safety briefing and to follow all instructions. 3. A passenger that has been provided with an individual safety briefing need not be rebriefed following a change in crew if the crew member that provided the individual safety briefing has advised a member of the new crew of the contents of that briefing including any information respecting the special needs of that passenger. September 2006 OPERATIONAL CONTROL Chapter 4-22

23 4. Fueling with Passengers on Board: Helicopters may be fueled with passengers on board, embarking or disembarking, under the following conditions: a. the pilot supervises the Fuelling and remains near the helicopter main exit to immediately communicate with and assist in the evacuation of passengers in an emergency; b. all exits are clear of obstruction and available for passenger evacuation; c. the helicopter engines are not running; d. electrical power supplies are not being connected or disconnected, and any equipment likely to produce sparks or arcs is not being used; e. smoking is not permitted in the helicopter or in the vicinity of the helicopter; f. Fuelling is suspended when there are lightning discharges with 8 kilometers of the helicopter; g. combustion heaters in the helicopter or in the vicinity of the helicopter are not operated; h. known high energy equipment such as High Frequency (HF) radios and weathermapping radar are not operated, unless in accordance with the approved flight manual where the manual contains procedures for the use of this equipment during Fuelling; and i. photographic equipment is not used within 10 feet (3 meters) of the Fuelling equipment or the fill or vent points of the helicopter fuel systems FLIGHT RECORDS - AIRCRAFT JOURNEY LOGBOOK AND HOPS GENERAL 1. The aircraft journey log book shall be completed at the termination of each flight. Pilots shall ensure that each column of the journey log is completed. Do not use the words "Full" or "Within Limits" - actual figures shall be used. Flight Time and Air Time are the same for skid equipped rotorcraft, accordingly the recorded times shall be identical. 2. The aircraft journey log is a legal document and must be completed and signed by the PIC. The log book is also the only official medium for written communication between flight crew members and maintenance personnel. Although defects may be discussed orally with maintenance personnel, they must still be recorded in the log book. 3. All sections of the logbook where entries are required must be filled in. These include the base of operations, weight and balance information, instrument readings and fuel log. It is understood that instrument readings may not always be possible due to operational circumstances. Correction of incorrect entries should be made in a manner that does not completely obliterate the entry being corrected. A simple line or X through the entry accompanied by the pilot s initials will be sufficient. September 2006 OPERATIONAL CONTROL Chapter 4-23

24 TIME 1. All times entered in the aircraft journey log book shall be in local time. Flight up and down times shall be recorded in hours and minutes to the closest minute. Air and flight times shall be recorded in hours and decimals of hours using the following table: 0 to 02 =.0 03 to 08 =.1 09 to 14 =.2 15 to 20 =.3 21 to 26 =.4 27 to 32 =.5 33 to 38 =.6 39 to 44 =.7 45 to 50 =.8 51 to 56 =.9 57 to 60 = All times recorded on a specific day shall be in the time zone of the airport of initial departure on that day. 3. Air time is the time from the time the helicopter leaves the ground until it returns to the ground once again. Flight time is only applicable to wheeled helicopters and includes taxi time and air time FREQUENCY OF ENTRIES 1. As a minimum, a separate logbook entry is required for each flight that is longer than 25 miles. The information for a series of flights that are less than 25 miles from the first point of departure of the series can be entered in one line regardless of the number of landings, shutdowns and start-ups that have taken place. When only one entry is made for a series of flights the weights and the number of passengers entered shall reflect the first take-off of the series, however, the total flight time, landings, sling loads and starts that took place during the series must be entered. 2. A new entry must be made for a flight or series of flights commenced after refueling has taken place. This will ensure that an entry is made which will coincide with the fuel loading entry. 3. Service Bulletins relating to Bell 212 and Bell 206L helicopters require that all landings and sling loads be recorded. The same requirement is in place for the BO 105 and S-61 operations in order to provide accurate data for CCG. Therefore, all landings and sling loads with CCG helicopters are to be recorded in the logbook AWAY FROM BASE OPERATIONS When operating away from base the PIC shall ensure that: 1. the daily pre-flight inspection and any required airworthiness sign-offs are entered; 2. an entry is made for any deferred defects as per paragraph entries are made with respect to fueling, engine and airframe hours in the appropriate columns. September 2006 OPERATIONAL CONTROL Chapter 4-24