Instrument Flight Rules. Standard Operating Procedures

Standard Operating Procedures Aircraft Services Directorate and Canadian Coast Guard Helicopters

Intentionally Left Blank

1.0 TABLE OF CONTENTS Section Page Number 1.0 TABLE OF CONTENTS... 1 2.0 RECORD OF AMENDMENTS... 3 3.0 EFFECTIVE PAGES... 4 4.0 INTRODUCTION... 5 4.1 AMENDMENT PROCEDURES AND DISTRIBUTION LIST... 5 4.2 APPLICATIONS... 5 4.3 DEFINITIONS AND ACRONYMS... 6 5.0 USE OF CHECKLISTS... 7 6.0 PILOT DUTIES... 8 6.1 PILOT FLYING (PF) DUTIES... 8 6.2 PILOT MONITORING (PM) DUTIES... 8 6.3 CREW RESOURCE MANAGEMENT (CRM)... 8 7.0 CREW COORDINATION... 9 8.0 SITUATIONAL AWARENESS... 9 9.0 HELICOPTER CONTROL... 9 9.1 PILOT INCAPACITATION... 10 10.0 CREW COMMUNICATION... 10 11.0 STANDARD CALLS... 11 11.1 ALTITUDE AND TIMING... 12 12.0 IFR APPROACH... 13 12.1 PILOT MONITORED APPROACH (PMA)... 13 12.2 STANDARD CALLS... 13 12.3 STANDARD DEVIATION CALLS... 15 12.4 MISSED APPROACH... 15 13.0 RADIO PROCEDURES... 15 14.0 NAVAIDS TESTING PROCEDURES... 16 14.1 ADF... 16 14.2 VOR... 16 14.3 ILS/LOC... 16 14.4 RADAR-ALTIMETER... 17 15.0 IFR DEPARTURE SET UP... 17 16.0 NAVIGATION DISPLAYS... 17 17.0 RADAR ALTIMETER PROCEDURES... 18 17.1 DEPARTURE PROCEDURES... 18 17.2 ENROUTE PROCEDURES... 18 17.3 APPROACH PROCEDURES... 18 18.0 FLIGHT PLANNING... 19 19.0 POINT OF NO RETURN (PNR)... 19 Amendment 3 - April 2013 IFR - 1

20.0 STAY-UP WEIGHTS... 20 21.0 TAXI CHECKS... 20 22.0 PRE-TAKE-OFF... 20 23.0 TAKE-OFF (BRIEFING)... 21 24.0 CLIMB... 21 25.0 CRUISE... 21 26.0 DESCENT... 21 27.0 APPROACH... 21 27.1 APPROACH BRIEFING... 22 27.2 MISSED APPROACH... 23 28.0 LANDING... 23 29.0 NORTHERN DOMESTIC AIRSPACE OPERATIONS... 23 29.1 TAKE-OFF... 23 29.2 CLIMB... 23 29.3 CRUISE... 23 29.4 DESCENT... 23 29.5 LANDING... 23 Annex "A" RULES OF THUMB... 24 Annex "B IFR FLIGHT LOG... 26 Amendment 3 - April 2013 IFR - 2

2.0 RECORD OF AMENDMENTS Revision Number Date of Revision Date Inserted Inserted by N. 1 February 13, 2012 N. 2 September 2012 N. 3 April 2013 Amendment 3 - April 2013 IFR - 3

3.0 EFFECTIVE PAGES Page N. EFFECTIVE DATE 1. Amendment N. 3 - April 2013 2. Amendment N. 3 - April 2013 3. Amendment N. 3 - April 2013 4. Amendment N. 3 - April 2013 5. Amendment N. 3 - April 2013 6. Amendment N. 3 - April 2013 7. Amendment N. 3 - April 2013 8. Amendment N. 3 - April 2013 9. Amendment N. 3 - April 2013 10. Amendment N. 3 - April 2013 11. Amendment N. 3 - April 2013 12. Amendment N. 3 - April 2013 13. Amendment N. 3 - April 2013 14. Amendment N. 3 - April 2013 15. Amendment N. 3 - April 2013 Page N. EFFECTIVE DATE 16. Amendment N. 3 - April 2013 17. Amendment N. 3 - April 2013 18. Amendment N. 3 - April 2013 19. Amendment N. 3 - April 2013 20. Amendment N. 3 - April 2013 21. Amendment N. 3 - April 2013 22. Amendment N. 3 - April 2013 23. Amendment N. 3 - April 2013 24. Amendment N. 3 - April 2013 25. Amendment N. 3 - April 2013 26. Amendment N. 3 - April 2013 27. Amendment N. 3 - April 2013 28. Amendment N. 3 - April 2013 29. 30. Amendment 3 - April 2013 IFR - 4

4.0 INTRODUCTION The purpose of this document is to assist helicopter flight crew during (IFR) flying and/or training. The information in this document is designed to provide flight crew with the necessary information to safely and efficiently operate in simulated and/or actual IFR conditions. All flight crew are expected to exercise sound judgment and consistency in their application of this document. The greatest advantage of multiple crewmembers on board a helicopter is that more than one person contributes to the safety and effectiveness of the operation. In order for individual crewmembers to contribute, they need to meet the standard that the company has established and effectively carry out their duties as described in the Standard Operation Procedures (SOPs). These SOPs are provided as a part of the standardization tool and deal primarily with the standardization of how the crew completes their duties. These procedures also provide a framework from where good Crew Resource Management (CRM) can start and be successful. 4.1 AMENDMENT PROCEDURES AND DISTRIBUTION LIST Where there is a change in any aspect of Aircraft Services Directorate's operation or where these Standard Operating Procedures no longer meet the requirements of the Commercial Air Service Standards (CASS), the air operator shall amend this Manual and submit it to Transport Canada (TC) through the Principal Operations Inspector for review and acceptance. Manual amendments will be promulgated as required by the Chief Pilot, Rotorcraft Operations. After review and acceptance by TC, notification including the content of the amendments will be issued to all CCG pilots via a PIF. The amended manual will be posted on the official Transport Canada Aircraft Services website for review by all personnel. Each amended page shall show the appropriate amendment number and date. All changes will be clearly denoted. When this Manual is amended, a copy of the amendment is to be forwarded to TC along with the appropriate amendment instructions. Amendment instructions shall include a "Remove Pages" and "Insert Pages" and "Reason for Change" list. The amended text shall be identified by a vertical line in the right-hand margin. When the Manual, or amendments thereto, is superseded, instructions shall be issued to all Manual holders to destroy the superseded copies. 4.2 APPLICATIONS These SOPs, together with the normal and the emergency checklists, define Company policy, procedures and philosophy regarding safe IFR operations. Suggestions for amendments to these SOPs and/or associated checklists are to be forwarded in writing, to the Chief Pilot. Amendment 3 - April 2013 IFR - 5

4.3 DEFINITIONS AND ACRONYMS The following are selected definitions, which apply for the purposes of these SOP's. Other definitions, if needed, can be found in the Aircraft Flight Manual (AFM), AIM or CAP. Abnormal bank: A bank angle of more than 30 that has not been briefed to occur. Abnormal descent rate: An unplanned or unbriefed descent rate of more than 1000 feet per minute (FPM). Abnormal speed: An airspeed within 5 kts of Vne or, during an IFR approach, of -5 kts below/+10 kts above the briefed or target airspeed. Heading deviation: A deviation from the assigned heading of more than +/-10. Hostile Environment: An environment in which a safe forced landing cannot be accomplished because the surface is inadequate, the helicopter occupants cannot be adequately protected from the elements and/or SAR response/capability is not provided consistent with anticipated exposure. LDP: The Landing Decision Point is the point during landing before which, in the event of an engine failure, the aircraft should be able to accelerate to Vtoss and proceed to a better single engine-landing site and, after which, the aircraft would have to land. The terms "Committed" describes the LDP in company SOP's. May or need not: Used where application of a procedure is optional. OEI: One Engine Inoperative. Performance Class 1 (PC1): Helicopter operations with performance such that, in the event of an engine failure, the helicopter is able to safely continue the flight to an appropriate landing area, unless the failure occurs prior to reaching the Take-off Decision Point or after passing the Landing Decision Point in which case the helicopter must be able to land within the designated area. Performance Class 2 (PC2): Helicopter operations with performance such that, in the event of an engine failure, performance is available to enable the helicopter to safely continue the flight, except when the failure occurs early during the take-off manoeuvre or late in the landing manoeuvre, in which case a safe forced landing may be required. A Class 2 procedure ensures no deck/helipad edge strike during take-off or landing. Performance Class 2 Enhanced (PC2e): Where published Class 1 data is not available from the manufacturer, the tables provided in the SOP will use weight based on data validated in the aircraft and flight simulator and/or provided by the manufacturer. This will provide a reasonable expectation of continued flight following an engine failure after rotation. They are not a guarantee of performance but will ensure no deck/helipad strike during take-off or landing. Performance Class 3 (PC3): Helicopters with performance such that, in case of an engine failure at any point in the flight profile, a forced landing must be performed. i.e. single engine helicopter. Amendment 3 - April 2013 IFR - 6

Pilot Flying (PF): The pilot manipulating the primary flight controls in order to control the aircraft in flight. This may be the Pilot-in-Command (PIC) or the Co-Pilot. Pilot Monitoring (PM): The pilot monitoring and managing the various aircraft systems and equipment in order to assist the Pilot Flying. This may be the Pilot-in-Command (PIC) or the Co- Pilot. PMA: Pilot Monitored Approach. During a PMA approach, a transfer of aircraft control occurs at the point where the runway environment becomes visually acceptable by the pilot taking control for landing. PNR: Point of No Return. The point on a route of flight beyond which an aircraft cannot continue and still have sufficient fuel (excluding reserve) to return to its departure point. RTOW: Restricted Take-off Weight. The maximum aircraft gross weight permissible within the constraints of performance criteria (e.g. to comply with Class 1, Stay up weight, etc). Shall: Application of a procedure is mandatory. Deviations may only take place in case of emergency or other abnormal situations. Should: Application of a procedure is recommended. This indicates a Company policy and may not be deviated from unless there is a valid reason. TDP: The Take-off Decision Point is the point during take-off before which, in the event of an engine failure, the take-off would be aborted and, after which, the aircraft should be able to accelerate to Vtoss. The term "Flyaway" describes the TDP in company SOP's. Vbroc: The Best Rate Of Climb speed is the airspeed producing best rotor efficiency and requiring the least amount of power to climb. Vtoss: The Take-off Safety Speed is the airspeed that will produce a steady rate-of-climb, out of ground effect, of no less than 100 fpm with take-off power applied to the operative engine with the helicopter at gross weight for the ambient condition. 5.0 USE OF CHECKLISTS Checklists should be used for all flights and have been developed to ensure that the required actions are not inadvertently omitted or completed in an inappropriate sequence. Normal checklists are in the form of read and do (R/D) or challenge and response (C/R). Normally the PF initiates all checklists, however if the PM thinks a checklist section should be accomplished and the PF has not called for it, the PM should prompt the PF. For example, "Let me know when you want the Landing Checks". The PM should not initiate a section of the Checklist without an acknowledgement from the PF. Neither pilot should change the position of any cockpit switch(es) without advising the other pilot. All checks, once initiated, shall be carried out in the sequence that they are listed until completed. If an item on the checklist is found to be not applicable for that particular phase of flight, "Not Applicable" should be mentioned instead of the standard response. Should the crew Amendment 3 - April 2013 IFR - 7

lose track of the progress of the checklist, it is recommended that the check be re-started from the beginning or commenced from the last item known to have been completed. Checklists are not to be completed from memory unless indicated. Generally, the only memory items are for emergency procedures requiring immediate actions and checks that are typically done in a high workload environment where a memory procedure would be advantageous, e.g. during start. On completion of the check, the PM will state: 6.0 PILOT DUTIES 6.1 PILOT FLYING (PF) DUTIES " Check Complete" - E.g. "Post Take-off Check complete" The primary task of the PF is to maintain control of the aircraft at all times. If the PF is also designated as Pilot-in-Command for the flight, he or she shall direct the other crewmembers in their duties as required, ensuring complete use of all available resources. The PF should not overload the PM and should attempt to spread the workload. 6.2 PILOT MONITORING (PM) DUTIES The primary task of the PM is to manage various aircraft systems and to assist and monitor the PF to ensure that the PF is able to give as much attention as possible to maintaining control of the aircraft at all times. If the PM is also designated as Pilot-in-Command, then he or she shall direct the PF and other crewmembers in their duties as required. 6.3 CREW RESOURCE MANAGEMENT (CRM) The most valuable resource in the cockpit is the other pilot. Decisions should be made using all the information available including ideas and suggestions from both pilots. The final decision shall be the best decision available and may or may not have been suggested by the Pilot-in- Command. In order to come to the best decision, both pilots must be able to freely express their opinions. It is the Pilot-in-Command's responsibility to provide an atmosphere that openly solicits ideas, suggestions and constructive criticism to enable the crew to perform at an optimum level. Additionally, the Co-pilot should be encouraged to execute his duties in accordance with company SOPs in a timely manner without prompting from the Pilot-in-Command, especially when acting as PF. Amendment 3 - April 2013 IFR - 8

7.0 CREW COORDINATION Prior to each flight, the PIC shall brief the co-pilot on any information about the flight that is relevant to their duties. Such briefing should include information about weather for the route to be flown, fuel load, payload and any work to be carried out. Although ASD/CCG helicopters are normally flown from the right seat, take-off and/or landing may be performed from either seat depending on conditions, i.e. best view of the obstacles/surroundings, etc. 8.0 SITUATIONAL AWARENESS Adherence to SOPs helps to enhance individual and crew situational awareness and will allow a higher performance level to be attained. In the interest of safety and efficiency it is essential that both crewmembers maintain a high situational awareness at all times during flight and/or ground manoeuvring. To the extent that their duties permit, all flight crewmembers are to monitor each other in the performance of their duties. Any deviation or omission by a crewmember is to be brought to his/her attention as soon as practicable. Any action that is taken by one crewmember that may be relevant to the other shall be brought to their attention. Examples are setting of system switches or Navigation or Radio settings. A verbal statement such as "Heater Off" shall always follow these actions or "YZP VOR set on NAV 2" The PM will monitor the IFR flight by calling out the following aircraft altitudes, timing, distance and deviations as per the standard call: a) 500 feet and 100 feet prior to reaching assigned cruise altitude; b) 100 feet above any pertinent minimum altitude during an instrument approach; c) On approach crossing the final approach fix (FAF) inbound, cross check altitude of nominal glide path, warning flags and verify flight director capture mode if applicable; d) 500 feet and 100 feet above DH/DA/MDA; e) 10 seconds to go prior to arriving at the end of a briefed timing period followed by time now if applicable; f) Half (½) a mile or DME before reaching a fix or waypoint; and g) Any significant deviation in speed, heading, altitude, glide path or localizer position, abnormal descent rate or bank angle. 9.0 HELICOPTER CONTROL It is absolutely essential that during all phases of ground and flight operation, all flight crewmembers clearly understand which pilot has control of the helicopter. Whenever control is passed from one pilot to the other, the pilot relinquishing control should provide the pilot assuming control current aircraft situational information such as current or target altitude, heading and navigation status. Amendment 3 - April 2013 IFR - 9

When either pilot (PF or PM) initiates transfer of control, the following procedure shall be used: Pilot relinquishing control Pilot taking control " You have Control " " I have Control " The pilot relinquishing control shall ascertain visually that the pilot taking control has done so before he/she relinquishes control. The Pilot-in-Command (PIC) may assume control at any time. When advised that the PIC is assuming control, the co-pilot shall relinquish control immediately. Notwithstanding the previous statement, the co-pilot shall assume control when necessary to protect the safety of the aircraft. It may be necessary for the co-pilot to take control to avoid collision when there is inadequate time to properly communicate the requirement to the PIC or due to pilot incapacitation. 9.1 PILOT INCAPACITATION The standards for recognition of pilot incapacitation are: a) The PF deviates significantly from the standard flight profile and/or b) Does not respond intelligently to two successive challenges by the PM. Note: the first challenge shall be considered as a checklist C/R or the first use of Standard Calls. If the PM feels that the PF is incapacitated, he or she shall: a) Give the command "I have control", take over control of the aircraft and ensure safe flight profile is maintained. b) Ensure that the incapacitated pilot does not interfere with the operation of the flight controls by locking the shoulder harness if possible and/or asking another crewmember/passenger for help. c) Declare an emergency, if required, and advise ATC/Flight Following of the situation and intentions. The crewmember taking control shall submit an occurrence report within 24 hours as per the COM. 10.0 CREW COMMUNICATION The company requires a "Sterile Cockpit" at all times during critical phases of flight. The sterile cockpit implies that only dialogue relevant to the flight is to be spoken during these phases of flight, i.e. from the "Pre-Take-off Checks" until well established in cruise, from the time the "Descent Checks" are initiated until the aircraft is safely on the ground and during any emergency or malfunction situation. Dialogue relevant to the conduct of the flight shall be clear, unambiguous and follow Standard Calls so that pilots are always fully aware of each other's duties, responsibilities and intentions as well as the aircraft status and flight progress. Amendment 3 - April 2013 IFR - 10

11.0 STANDARD CALLS To reduce the likelihood of an incorrect interpretation of a request or command and to initiate corrective action for undesirable situations, a number of Standard Calls have been established. Standard Calls are defined and referred to throughout these SOPs in the appropriate chapters. The more general Standard Calls are listed below: PM PF Upon observing Abnormal Bank: Call: "Check Bank o " Call: "Correcting" Correct the bank angle. Upon observing Abnormal Rate of Descent: Call: "Check Descent Rate feet/minute" Call: "Correcting" Reduce the rate of descent to normal parameters. Upon observing Abnormal Speed: Call: "Check Speed kts." Call: "Correcting" Correct the speed to the normal parameters. Upon observing a Heading Deviation: Call: "Check Heading o left/right" Call: "Correcting" Correct the aircraft heading. Upon observing a Track Deviation: Call: "Check Track o left/right" Call: "Correcting" Correct the aircraft track. Amendment 3 - April 2013 IFR - 11

11.1 ALTITUDE AND TIMING When saying an altimeter setting, the decimal is omitted but all of the digits are included, e.g., 29.89 is read as "two niner eight niner". Crewmembers should check that both altimeters (if installed) are within the 50 foot limit of each other when the aircraft is on the ground as well as within 50 feet of the field elevation. PM Call: "Check two niner eight niner, giving me 3000 feet" PF Call: "Check two niner eight niner, giving me 3000 feet" During climb/decent to next assigned altitude: Call: "500' to go" Call: "Check" Call: "100' to go" Call: "Check" Upon arriving at a target altitude: Call: "Check" If appropriate make any radio transmission to ATC that may be required. Call: "Levelling at two thousand" Upon departing an altitude: Call: "Check" If appropriate make any radio transmission to ATC that may be required. Call: "Leaving two thousand for one thousand" Upon observing an altitude deviation (+/-100'): Call: "Check Altitude ' High/Low" Call: "Correcting" Correct the aircraft altitude. Amendment 3 - April 2013 IFR - 12

Upon arriving at the end of a briefed timing period: Call: "10 seconds to go for min.(s)" Followed at the appropriate time by, Call: "Time now" Call: "Check" 12.0 IFR APPROACH 12.1 PILOT MONITORED APPROACH (PMA) The Pilot Monitored Approach is a safe an effective method of transitioning from instrument flight to visual flight at the end of an approach in poor weather conditions, i.e. ceiling and visibility close to the minimum to complete the approach. PM monitors the approach flown by the PF while looking for the required visual references in order for him/her to take control of the aircraft and complete a safe landing no later than the Decision Height (DH), Decision Altitude (DA) or the Missed Approach Point (MAP). It is the PF responsibility to call Decision once reaching that point since it is assume that the PM attention is diverted to look for visual references and also to prompt an answer as per standard calls since an overshoot must be immediately initiated at that point if required. The PF should remain on instruments until landing is ensured and be ready, in the event of an overshoot call by the PM, to assume control again and execute a missed approach after the control was given to the PM. The PMA shall be briefed prior to descent to ensure both pilots are familiar with the procedure. Like any landing, the pilot with the best visual reference or view of obstructions will perform the landing while the other pilot flies the approach. 12.2 STANDARD CALLS PM At 10 from approach desired inbound track, Call: "10 to inbound track" On initial movement of the Track-bar away from full deflection with no flags, Call: "Localizer alive" On initial movement of the glideslope away from full deflection with no flags, Call: "Glideslope alive" Call: "Check" Call: "Check" Call: "Check" PF Amendment 3 - April 2013 IFR - 13

PM At 1000 feet above the minimum altitude for the approach, Call: "1000' to go" Call: "Check" PF At 500 feet above the minimum altitude for the approach, Call: "500' to go" At 100 feet above the minimum altitude for the approach, Call: "100' to go" Upon reaching the MDA (if applicable), Call: Minimum Monitor the PF approaching Decision and anticipate the call from the PF. Once the "Decision" call is heard, the PM responds by giving one of the 3 responses, Call: "Visual, I have control" "Visual, Continue" "Nothing seen, Overshoot" If Visual before the minimums, Call: "Visual, I have control" OR Call: "Visual you can look up" if the approach wasn't briefed as a PMA approach and the ceiling is well above minimum. Call: "Check" Call: "Check" Call: Levelling At the DH, DA or briefed MAP for that approach; Call: "Decision" Respond with one of the following 3 responses; Call: "You have control" "Check" "Overshooting" Call: "You have control" Call: "Visual" Amendment 3 - April 2013 IFR - 14

12.3 STANDARD DEVIATION CALLS PM Call: "Fly Left/Right for Localizer" Call: "Fly Left/Right for Inbound Course" Call: "Fly Up/Down for Glideslope" 12.4 MISSED APPROACH Call: "Correcting Call: "Correcting" Call: "Correcting" PF A missed approach shall be initiated anytime the request is made by either pilot but more likely following the Nothing seen, Overshoot call from the PM once reaching the Missed Approach Point (MAP). It cannot be emphasized enough that if either crew member feels that the safety of the flight is in jeopardy that this call be made and a missed approach initiated. As an example, if either or both crew member suffers from disorientation and/or realise that the aircraft is wandering away from the correct approach path. Upon acknowledging the call, the PF shall increase power immediately in order to get at least a 500 /min rate of climb but never less than what is required by the missed approach procedure for that approach. It should be followed by the appropriate departure standard call from the PM, e.g. Positive rate of climb, 500 feet or 1000 feet, etc 13.0 RADIO PROCEDURES For normal operations both pilots should monitor both VHF radios. Use the volume switch on the radios to control what is being heard, instead of the toggle switch. In this manner, both pilots will be listening to the same inputs. During normal operations the PM is normally responsible for radio communications. During abnormal operations, when the PM is engaged in other duties, or should the PIC deem it appropriate, the PF should make any required radio transmission. If the PM cannot monitor ATC on one of the radios because of other duties, he/she shall ensure that the PF is monitoring ATC by saying: PM PF Call: "You have #1 (or #2) radio" Call: "Check" Which agency is being addressed on each radio shall be made clear to each flight crewmember. For example if #2 VHF was previously used for communication with Ground Control and the PM is now using #2 VHF to communicate with Tower, that change shall be brought to the attention of the other flight crewmember. Amendment 3 - April 2013 IFR - 15

Prior to departure, all Comm. radios should be tested individually. In the case of VHF, using one radio when communicating with Ground Control or clearance delivery and then the other for the Tower is an easy way to meet this requirement. 14.0 NAVAIDS TESTING PROCEDURES 14.1 ADF 14.2 VOR Tuning and identifying ADF should be done in three steps: a) Check and set frequency; b) Listen to audio and confirm correct ident; and c) Check sensing (right or left) by needle movement and note that it returns to a reasonable bearing for the station selected after testing. Patter is "Tuned, Identified, Sensing correct". If an NDB approach is being flown, the ADF volume shall be audible to at least one pilot throughout the approach. Tuning and identifying VOR should also be done in three steps: a) Check and set frequency; b) Listen to audio and confirm correct ident; and c) Check radial +/-4 (against other radio, known radial or RMI bearing pointers), confirm "TO"/"FROM" indication and +/-10 gives you full deflection of the Track-bar. Patter is "Tuned, Identified, Course set and Track-bar sensing correct". 14.3 ILS/LOC ILS or LOC check should include: a) Check and set frequency; b) Listen to audio and confirm correct ident; and c) Reasonableness of localizer indications versus location on airport, or if airborne, location from the airport. Patter is "Tuned, Identified, Course set and Track-bar sensing correct". Amendment 3 - April 2013 IFR - 16

14.4 RADAR-ALTIMETER Radar-Altimeter check should include: a) Press-to-test, note correct height is indicated; b) Note proper activation of decision-height light; and c) Indication is showing "0" on the ground. 15.0 IFR DEPARTURE SET UP The standard procedures for setting up prior to an IFR departure should be as follows: a) Have the departure aerodrome approach plate ready for an emergency return if needed; b) Set ADF(s) to enroute navigation with approach frequency set as back-up if possible/applicable; c) Set VOR(s) to enroute navigation and have departure aerodrome approach nav. aids frequency set as back-up if possible/applicable; d) Course on HSI set to tracking for enroute; e) Heading bug set for departure (take-off) heading; and f) Terminal or enroute charts displayed for orientation. 16.0 NAVIGATION DISPLAYS There is a good deal of variation amongst pilots in how each one best assimilates information. Therefore, it may not be advantageous to be overly specific in directing how a pilot is to set up the navigation displays at a particular station. However, some commonality is useful in that crewmembers can more readily detect inappropriate selections in their own and other displays if there is some common basic coordination requirement. The following is provided as guidance: The heading bug(s) should be set to the (same) heading being flown. The course display(s) (track-bars) should be set to the (same) navigation and track information unless one is required to display other information (such as crossing fix position). The course display(s) should be set to the same NAVAID unless otherwise required. For an NDB hold or approach, the course selector(s) (track-bars) should be set to the appropriate inbound course to facilitate situational awareness. For helicopters equipped with GPS, during NDB holds, the appropriate NDB should be selected as a waypoint on the GPS, and the GPS should be used in OBS mode for additional track, ground speed and distance guidance. Although none of ASD/CCG helicopters are certified for GPS approaches at this time, the approach to be flown should be selected on the GPS to provide enhanced situational awareness on the moving map. Amendment 3 - April 2013 IFR - 17

17.0 RADAR ALTIMETER PROCEDURES The purpose of the procedures described in this section is to reduce the likelihood of inadvertent controlled flight into terrain (CFIT). These procedures should be adhered to unless a specific situation dictates a different procedure, i.e. slinging operation. In the event that these procedures are deviated from, the flight crew shall be fully briefed. 17.1 DEPARTURE PROCEDURES The Radar Altimeter bug should be set to 500' for the PF. If two Radar Altimeters are installed, they should be set to 150' for the PF and 500' for the PM. 17.2 ENROUTE PROCEDURES The Radar Altimeter bug should be set to 1000' for the PF. If two Radar Altimeters are installed, they should be set to 150' for the PF and 1000' for the PM. 17.3 APPROACH PROCEDURES The Radar Altimeter bug should be set to the HAA/HAT that corresponds to the approach being flown by both the PF and the PM (if installed). In no case should the Radar Altimeter. be used to determine the DH/DA/MDA. Amendment 3 - April 2013 IFR - 18

18.0 FLIGHT PLANNING When flight planning, pilots should adhere to the following standard unless operating conditions dictate otherwise. Bell 206B Bell 407 Average TAS 100 knots 130 knots Cruise fuel consumption 30 US Gal/hr 350 lbs/hr Approach fuel 7 US Gal 60 lbs Reserve fuel (30 minutes) 15 US Gal 175 lbs Normal Climb Power (500-1000 FPM) 80-85% Q 85-90% Q Normal Cruise Power 75% Q 80% Q Holding Power (90 kts) 65% Q 55% Q BO 105 Bell 212 Average TAS 110 knots 100 knots Cruise fuel consumption 60 US Gal/hr 700 lbs/hr Approach fuel 10 US Gal 100 lbs Reserve fuel (30 minutes) 30 US Gal 350 lbs Normal Climb Power (500-1000 FPM) 80-85% Q 80-85% Q Normal Cruise Power 75% Q 65-75% Q (100 kts Vne) Holding Power (90 kts) 60-65% Q 60-65% Q 19.0 POINT OF NO RETURN (PNR) If fuel consumption is a concern, a PNR shall be calculated with special consideration given to single engine PNR. It is not a limitation but is to be used for in-flight decision making on whether to continue the flight or to turn back. Distance to PNR = (E x O x H) divided by (O + H) E = Fuel endurance in hours and tenths of an hour (excluding reserve) O = Ground speed out H = Ground speed home (both AEO and OEI if conditions warrant) Amendment 3 - April 2013 IFR - 19

20.0 STAY-UP WEIGHTS IFR/Night VFR: Twin-engine aircraft must be able to maintain a 50 fpm rate of climb at MOCA. Aircraft specific SOP's shall cover how to obtain stay-up weight in detail, but it is usually found in the aircraft performance section of the aircraft flight manual using the 30 minutes OEI power chart or equivalent. For aircraft not equipped with fuel dump capability, a RTOW may apply to meet this requirement. 21.0 TAXI CHECKS A flight instrument check shall be carried out before departing at night or IFR. This check is normally completed during taxi to the take-off position. Note that the initial lift to a hover sometimes results in a change of pitch on the ADI and Standby Horizon. Depending of the type of aircraft, hover and taxi sometimes creates fluctuations to the VSI, Altimeter and Airspeed indication. Instrument check should be carried out as follows: LEFT TURN Needle Left Ball Right ADI Steady (HSI) Decreasing (RMI) Tracking Press. Inst. Steady Compass Free RIGHT TURN Needle Right Ball Left ADI Steady (HSI) Increasing (RMI) Tracking Press. Inst. Steady Compass Free 22.0 PRE-TAKE-OFF The Pre-Take-off Check is designed as a "catch-all" and shall be done by challenge and response. Before taking off, ensure that the ADI(s) are working normally e.g. no flag(s) and showing proper pitch down attitude during rotation. HSI(s) (confirm no flag) and compass(es) should be showing proper heading. ADI(s) and Standby Horizon(s) should be set to level on the horizon when the aircraft is sitting on level ground (0 roll and pitch) except for the Bell 212 (4 nose up) and should not be reset in flight. Amendment 3 - April 2013 IFR - 20

23.0 TAKE-OFF (BRIEFING) 24.0 CLIMB a) Type of take-off, i.e. Class 1, 2, etc. b) Calls expected from the PM, i.e. Airspeed alive, Vtoss, Vbroc (as per aircraft type being flown), positive rate of climb and 500'. Airspeed call for the Bell 206s and 407s should be "Airspeed alive" and "60 kts". c) Special considerations, i.e. "Flyaway" call on twin engine aircraft. d) Heading, Altitude and Turns after take-off (as per clearance). e) Handling of emergencies. The standard climb is at Vbroc until 500 feet AGL and thereafter a normal rate of climb of 500-1000 fpm and resulting airspeed depending on gross weight and traffic considerations. No turns should be made prior to at least 500 feet (AGL) unless required by ATC or to prevent collision. 25.0 CRUISE Post take-off checks are carried out by PM at the PF request, normally after 500 feet (AGL). A full Cruise Check should be made reaching first cruise altitude. Periodic cockpit check, i.e. altimeters and Rad Alt, Ts and Ps, fuel, etc, should be carried out as required. 26.0 DESCENT The descent check should be completed before the initial descent from the cruise and no later than 15 nm from FAF. 27.0 APPROACH The normal IFR approach speed is 90 kts IAS, however it may be varied depending on wind or traffic. If an approach speed other than 90 kts is flown, it must be briefed. In marginal weather, the airspeed may be reduced to 70 kts prior to reaching the missed approach point. In order to prevent high rate of descent during the final phase of any approaches, descent rate should be limited to a maximum of 500'/min after descending below 1000 feet AGL unless the aircraft is established on an ILS. Amendment 3 - April 2013 IFR - 21

27.1 APPROACH BRIEFING During the approach briefing, the pilot doing the briefing should keep in mind the difficulty for the other pilot to properly listen to the radios and listening to his/her briefing at the same time. In an ideal situation, the briefing should stop every time a radio communication is heard to allow for proper listening. It is suggested to complete the radio set up prior to the approach briefing in order to go through it at a faster pace. During the actual approach, the PM is to compare the procedure as it is flown to what was briefed. Deviation should be brought to the attention of the PF. The following format is known by the acronym "AMORTES" and covers all required and appropriate aspects for an approach briefing. Pilots should use this format for standardization purposes. Approach: Approach plate and type ATIS Altimeter setting Minimums: Transition altitude(s), procedure turn altitude; step down altitude(s), FAF, MDA/DH/DA Rad. Alt. bug setting Cold Temperature correction (if required) Overshoot: Procedure as published or as directed by ATC Radios: Review/Complete set up for com. and nav. radios Timing: For the procedure turn outbound (if applicable) From the FAF to the missed approach point (MAP) Emergencies: Handling of current or possible emergencies Switching & Speed: Nav. Switches (including track-bar inbound heading except for BC) Switching Runway lights and intensity Switching Control for PMA approach (if necessary) Speed for approach Seats (Who is going to fly the approach and who is going to do the landing, etc.) Amendment 3 - April 2013 IFR - 22

27.2 MISSED APPROACH At the missed approach point (MAP), increase power to at least normal climb torque and commence a climb at Vbroc or above. Above 500' AGL and/or after a positive rate of climb is well established, complete the Post Take-off checks and continue the climb to the missed approach altitude. 28.0 LANDING Landing Checks should be completed no later than 3 nm from the FAF inbound. 29.0 NORTHERN DOMESTIC AIRSPACE OPERATIONS 29.1 TAKE-OFF 29.2 CLIMB In the Northern Domestic Airspace (Standard Pressure Region), set the aircraft altimeter to the current altimeter setting of that aerodrome/ship and if not available, aerodrome or ship elevation should be use for take-off. Directional gyro (HSI) and GPS units shall be set to operate in degrees True. To set the HSI in degrees True, select DG or Free on the compass controller and slave the compass until the proper heading is displayed. When departing from a ship, heading shall be confirmed with the bridge prior to take-off, especially if previous landing was conducted while the ship was underway. When departing from an aerodrome, pilot should use runway heading (True) to set HSI heading before departure. Unless it is a short distance flight between two aerodromes and/or ship, altimeter shall be set to standard pressure (29.92) prior to reaching the flight level at which flight is to be conducted. 29.3 CRUISE To set the HSI in degrees True while enroute, note the GPS track to the selected destination, using the DG or free mode, slave the compass until the reference GPS track is indicated. 29.4 DESCENT Pilot shall set the current altimeter setting of the aerodrome/ship of intended landing prior to commencing descent. 29.5 LANDING After landing, ensure that the HSI heading is "bugged" to provide heading reference for the next departure. Amendment 3 - April 2013 IFR - 23

ANNEX "A" RULES OF THUMB Pilots are encouraged to use the following rules of thumb in order to help them in their instrument scanning and IFR flying skills accuracy: a) Initiate level off 100 feet before reaching assigned altitude, either climbing or descending; b) A more exact rate one turn may be established, (rather than relying solely on the turn coordinator) by taking 10% of IAS and adding 7. i.e. If indicating 90 kts, 10% of 90 is 9 + 7 = 16 bank for rate one turn c) To smoothly roll the "wings" level after a turn, initiate wings level at one half of the constant bank angle. i.e. If turning with a 30 bank, initiate level off 15 prior to reaching desired heading. d) To prevent "over controlling", never use any more bank angle than the amount of turn required. i.e. With a 5 heading change required, do not bank the aircraft any more than 5. e) On most helicopters, +/-10% torque from cruise flight power setting will result in +/- 500 fpm rate of climb/descent. f) Always use the collective to correct/control the altitude (> 100') and the cyclic to control the airspeed, especially during an approach. g) Use the 5 "T"s entering the hold and during each flight segment of an approach. i.e. FAF inbound and outbound as well as during a procedure turn. Time: Start Time/Stop Time/Time to go (until EFC?) Turn: OBS/Turn HDG bug/turn aircraft Throttle: Add power/reduce power (altitude and/or airspeed) Talk: Report position/altitude. Ask for latest weather/checklist or give appropriate briefing Tune/Track: Frequencies required/listen to audio. Set Track-bar Amendment 3 - April 2013 IFR - 24

h) For inbound interception, desired to head of needle +/- 30. For outbound interception, tail of needle to desired +/- 45. Always keep in mind the distance from the station and reduce interception angle from the above as required. i) During a VOR or GPS hold, use the TO/FROM flag to start your timing "Abeam" the fix. j) The advisory visibility in the "Minima Box" of any approach plate may be used as a guideline to establish where to reach the MDA on a non-precision approach. k) Ground speed divided by 2 times 10 will give you an approximate rate of descent to stay on a 3 glideslope. i.e. If ground speed is 90 kts, 90 2 = 45 x 10 = 450'/min. rate of descent. l) Use your co-pilot. Amendment 3 - April 2013 IFR - 25

ANNEX "B IFR FLIGHT LOG Amendment 3 - April 2013 IFR - 26

IFR FLIGHT LOG Departure ATIS/Weather: @ Z: Holding Clearance: ATC Clears: To Heading Radial Radio Check: ADF: Tune, Identify, Sensing correct NAV: Tune, Identify, Sensing correct HSI/RMI: Track bar set, Needle(s) set DME: Tune, Identify GPS: Self test, RAIM, Set departure/enroute RAD ALT: Test, Light out, Set XPDR: Test, Set Via Maintain EFC/EAT Destination ATIS/Weather: @ Z: Departure Clearance: ATC Clears: To Via Maintain Depart Squawk Time: Turn: Throttle: Talk: Start Time/Stop Time/Time to go (until EFC?) OBS/Turn HDG Bug/Turn Aircraft Add Power/Reduce Power (Altitude or Airspeed) Position/Ask Weather/Checklist or Give App. Briefing Contact Altimeter Tune: Frequencies Required/Listen to Audio Instrument check: Left Turn Right turn Needle Left Needle Right Flight Log: Ball Right ADI Steady (HSI) Decreasing (RMI) Tracking Press. Inst. Steady Compass Free Ball Left ADI Steady (HSI) Increasing (RMI) Tracking Press. Inst. Steady Compass Free From To Up G/S Fuel Down Air time Arrival Clearance: ATC Clears: To Via Maintain A pproach: Plate & date/atis/altimeters M inimums: P.T. alt/step alts/mda, DA or DH/Cold wx corrections O vershoot: Routing & altitude R adios: Set and/or review setup T iming: P.T/Timing to MAP E mergency: Handling/Anything unusual affecting approach S witching: NAV setup/runway lights/seats/speeds for approach Notes: Notes: Annex B - Revised: May 2013 Page 1 of 2

IFR FLIGHT LOG From To Altitude Distance Wind Mag. Magnetic º True Kts Var. Track HDG G/S Fuel req. ETE Bell 206B Bell 407 BO 105 Bell 212 Average TAS 100 knots 130 knots. 110 knots 100 knots Cruise fuel consumption 30 US Gal/hr. 350 lbs/hr 60 US Gal/hr. 700 lbs/hr. Approach fuel 7 US Gal. 60 lbs. 10 US Gal. 100 lbs. Reserve fuel (30 minutes) 15 US Gal. 175 lbs. 30 US Gal. 350 lbs. Normal Climb Power (500-1000 FPM) 80-85% Tq 85-90% Tq 80-85% Tq 80-85% Tq Normal Cruise Power 75% Tq 80% Tq 75% Tq 65-75% Tq (100 kts Vne) Holding Power (90 kts) 65% Tq 55% Tq 60-65% Tq 60-65% Tq Distance to PNR = (E x O x H) divided by (O + H) E = Fuel endurance in hours and tenths of an hour (excluding reserve) O = Ground speed out H = Ground speed home (both AEO and OEI if conditions warrant) Wind aloft (FD) NOTAM Flight Plan Freezing level PIREP W&B Annex B - Revised: May 2013 Page 2 of 2