4.0 flight operationsrotary wing operations manual helijet international flight operations reissue:...

ROTARY WING OPERATIONS MANUAL HELIJET INTERNATIONAL FLIGHT OPERATIONS

REISSUE: 6.00 01 FEBRUARY11 4-1

4. FLIGHT OPERATIONS 4.1 VFR Flight

4.1.1 VFR Weather Requirements

VFR flights shall be conducted in accordance with the VFR or SVFR weather minima, as appropriate, in CARs 602.114-117 and the AIM, as summarized below:

VFR Weather Limits Day Night Uncontrolled Airspace

At or above 1000’

1 mile vis 500’ vertical 2000’ horizontal from cloud

3 mile vis 500’ vertical 2000’ horizontal from cloud

Below 1000’ 2 mile vis clear of cloud

3 miles vis clear of cloud

Controlled Airspace

Not in a Control Zone 3 miles vis 500’ vertical and 1 mile horizontal from cloud

In a Control Zone As for controlled airspace above, and at least 500 ‘ agl, except for takeoff or landing

SVFR 1 mile vis clear of cloud

1 mile vis clear of cloud (for landing only)

In all cases aircraft operated with visual reference to the surface. Refer to Section 4.1.5 for procedures allowing qualified pilots to operate in uncontrolled airspace at visibilities of less than 1 mile.

4.1.2 Minimum Altitudes and Distances

You may not fly below certain altitudes. The minimum altitude depends on the type of operation, the horizontal separation from people or obstacles, and whether it is day or night, as follows:

4.1.2.1 General Restrictions:

CARs 602.14 states that a helicopter is deemed to be over a built up area or open-air assembly of persons if it is within 500 feet horizontally. Except where conducting a take-off, approach or landing or where permitted under CARS 602.15 (as outlined below), no person shall operate an aircraft:

a) over a built-up area or over an open-air assembly of persons unless the helicopter is operated at an altitude from which, in the event of an emergency necessitating an immediate landing, it would be possible to land the helicopter without creating a hazard to persons or property on the surface, and, in any case, at an altitude that is not lower than 1,000 feet above the highest obstacle located within a horizontal distance of 500 feet from the helicopter; and

b) in circumstances other than those referred to in paragraph (a), at a distance less than 500 feet from any person, vessel, vehicle or structure.



c) where a helicopter is operated within a control zone, the helicopter must not be closer than 500 feet from the surface, unless taking off or landing.

4.1.2.2 Permissible Low Altitude Flight:

CAR 602.15 states that flight below the altitudes and distances outlined above, in paragraphs (a) and (b), is allowed under certain conditions. These conditions are that the aircraft is operated at altitudes and distances that are no less than necessary for the purposes of the operation in which the aircraft is engaged, the aircraft is operated without creating a hazard to persons or property on the surface, and the aircraft is operated:

i) for the purpose of a police operation that is conducted in the service of a police authority;

ii) for the purpose of saving human life;

iii) for fire-fighting or air ambulance operations;

iv) for the purpose of the administration of the Fisheries Act or the Coastal Fisheries Protection Act;

v) for the purpose of the administration of the national or provincial parks; or

vi) for the purpose of flight inspection.

Additionally, Transport Canada, under CAR 702.22 (Built-up Area and Aerial Work Zone), can authorize a person to operate an aircraft, to the extent necessary for the purpose of that particular operation, over a built-up area or open-air assembly of persons at altitudes and distances less than those set out above. These authorizations may be temporary as needed for individual jobs, or ongoing, issued as Operations Specifications or Aerial Work Zone plans, found elsewhere in this manual.

On certain operations, a person may also operate an aircraft, where it is not over a built-up area or open-air assembly of persons, to the extent necessary for the purpose of that particular operation, at a distance less than 500 feet from any person, vessel, vehicle or structure. However, the aircraft must be operated without creating a hazard to persons or property on the surface, and the aircraft can only be operated for the purpose of:

i) aerial application or aerial inspection;

ii) aerial photography conducted by the holder of an air operator certificate;

iii) helicopter external load operations; or

iv) flight training conducted by or under the supervision of a qualified flight instructor.

4.1.2.3 Additional Restrictions at Night:

For operations under CARs 703 or 704, except when taking off or landing, no person shall operate a helicopter in VFR flight at night, at less than 1000 feet above the highest obstacle located within a horizontal distance of three (3) miles from the route to be flown. In uncontrolled airspace, no person shall conduct a night VFR flight under CARs 703 or 704, on a route other than an air route unless the route has been established in accordance with the procedures in Section 4.9 of this Manual (Company Routes in uncontrolled airspace).

4.1.2.4 Additional Restrictions for Day VFR Operations - CARs 704:

For operations under CARs 704, the company imposes a minimum altitude, with passengers, of 300 feet when enroute. Flight below this altitude, down to as low as 200 feet, is permitted provided that the visibility is at least three miles.



4.1.3 Day VFR Instrument and Equipment Requirements

For all flights conducted under Day VFR and Special VFR rules, aircraft will be equipped with instruments and equipment in accordance with CARs 605.14, namely:

a) a sensitive altimeter adjustable for barometric pressure; b) an airspeed indicator; c) a magnetic compass or a magnetic direction indicator that operates independently of

the aircraft electrical generating system;

d) a tachometer for each engine that has limiting speeds established by the manufacturer an oil pressure indicator for each engine employing an oil pressure system;

e) an oil temperature indicator for each air-cooled engine having a separate oil system; f) a means for the flight crew, when seated at the flight controls, to determine

i) the fuel quantity in each main fuel tank, and

ii) if the aircraft employs retractable landing gear, the position of the landing gear;

g) a radio communication system adequate to permit two way communication on the appropriate frequency when the aircraft is operated within:

i) Class B airspace, or

ii) Class C or Class D airspace, (unless prior permission has been received from ATC), or

iii) a MF area, unless the aircraft is operated pursuant to subsection 602.97(3) of the CARS, or:

iv) the ADIZ;

h) where the aircraft is operated under Subpart 704, radio communication equipment adequate to permit two way communication on the appropriate frequency;

i) where the aircraft is operated in Class B airspace, radio navigation equipment that will enable it to be operated in accordance with a flight plan;

j) where the aircraft is operated under Subpart 4, radio navigation equipment that is adequate to receive radio signals from a transmitting facility.

4.1.4 Over-water Flight - Single-engine Helicopters

When aircraft not equipped with permanent floats are operated over water they must normally be capable of reaching shore in the event of an engine failure. “Pop-outs” or floats which are only inflated in an emergency are not permanent floats.

However, company single-engine helicopters may be operated over water in a position where they cannot safely autorotate to shore in the event of an engine failure, provided the procedures in Annex 4F of this Section are followed.



4.1.5 Visibility Less than 1 mile

Flight in uncontrolled airspace is allowed with visibility less than 1 mile, but not less than one half mile, in accordance with Operations Specifications 005, 020 and 042 provided that:

a) pilots have at least 500 hours of Pilot-in-Command experience in helicopters;

b) helicopters are operated at a reduced airspeed that will provide the pilot-in-command adequate opportunity to see and avoid obstacles;

c) initially and at least every three years thereafter, pilots have attended a Pilot Decision Making course;

d) pilots have received initial and annual recurrent flight training in operations in reduced visibility as detailed in Section 8; and

e) the procedures in Annex 4J of this section are followed.

4.2 VFR Over-The-Top

4.2.1 VFR OTT Weather Requirements

An aircraft may be operated in VFR OTT flight during the cruise portion of the flight during the day if:

a) the aircraft is operated at a vertical distance from cloud of at least 1,000 feet;

b) where the aircraft is operated between two cloud layers, the vertical distance between the layers is at least 5,000 feet;

c) flight visibility at the cruising altitude of the aircraft is at least five miles; and

d) the weather at the aerodrome of destination is forecast to have a sky condition of scattered cloud or clear and a ground visibility of five miles or greater with no forecast of precipitation, fog, thunderstorms or blowing snow, and those conditions are forecast to exist;

i) where the forecast is an aerodrome forecast (TAF), for the period from one hour before to two hours after the estimated time of arrival; and

ii) where an aerodrome forecast (TAF) 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.

Reference: CARs 602.116



4.2.2 VFR OTT - CARs 702

VFR OTT flights carrying a Class B external load (slinging) is allowed provided that:

a) the helicopter is a multi-engine helicopter operated in day VFR OTT conditions at a combined aircraft and external cargo weight to permit either:

i) continuation of the flight at the required enroute altitude with the external load attached with one engine inoperative; or

ii) descent with one engine inoperative under VMC from OTT flight with the external load attached to permit safe jettisoning of the external load;

b) flights are not operated over built-up or populated areas where loss of the external load would create a hazard to persons or property on the surface; and

c) flights are coordinated with the appropriate ATC unit and advised that the helicopter will be carrying an external load.

Reference : CARs 702.28 CARs 702.28 (6)

4.2.3 VFR OTT - CARs 703 or CARs 704

VFR Over-The-Top flights carrying passengers operated under CARs703 (S76 Air Ambulance) or CARs 704 (S76 and S61), (see AOC Part II) shall be conducted:

a) in accordance with the Visual Flight Rules

b) under conditions allowing descent under VMC, or continuation of the flight under VMC or IFR conditions if an engine fails.

Prior to conducting such flights, pilots will review the specified weather conditions and company procedures. The company route manual should be checked for any specific procedures to be followed on particular routes, or with particular destinations.

Reference: CARs 703.33 704.28 CARs 723.33 724.28

4.2.4 VFR OTT Instrument and Equipment Requirements

For all VFR OTT flights, aircraft will have the following equipment in addition to that required for normal day VFR:

a) a sensitive altimeter adjustable for barometric pressure;

b) pitot heat;

c) a gyroscopic direction indicator or a stabilized magnetic direction indicator;

d) an attitude indicator that works through ±80º pitch, ±120º roll, and a slip-skid indicator (ball);

e) radios adequate to permit two-way communication on the appropriate frequency;

f) radio navigation equipment adequate to permit the aircraft to be navigated safely; and

g) where the aircraft is to be operated within the Northern Domestic Airspace, a means of establishing direction that is not dependent on a magnetic source.




4.3 Night VFR

4.3.1 Night VFR Weather Minima

The minimum separation from cloud is as for day VFR in paragraph 4.1.1 above, but visibility shall never be less than 3 miles at night. (Reference: CARs 602.115).

4.3.2 NVFR Instrument and Equipment Requirements

For all night VFR flights, aircraft will have the following equipment in addition to that required for normal day VFR referred to in Section 4.1.3:

a) a sensitive altimeter adjustable for barometric pressure;

b) an attitude indicator usable through ±80° of pitch and ±120° of roll, and a slip-skid indicator (ball);

c) an adequate source of electrical energy for all of the electrical and radio equipment;

d) if the aerodrome is not visible from the aircraft, a gyroscopic direction indicator or a stabilized magnetic direction indicator;

e) in the Northern Domestic Airspace, a means of establishing direction that is not dependent on a magnetic source;

f) a means of illumination for all of the instruments used to operate the aircraft;

g) when carrying passengers, a landing light;

h) position and anti-collision lights that conform to the Aircraft Equipment and Maintenance Standards;

i) Where the aircraft is equipped with a third attitude indicator that is usable through flight attitudes of 360o of pitch and roll for an aeroplane. The aircraft may be equipped with a slip-skid indicator in lieu of a turn and slip indicator or a turn coordinator;

j) No person shall operate an aircraft that is equipped with any light that may be mistaken for, or downgrade the conspicuity of, a light in the navigation light system.

(k) In addition to the equipment requirements specified in subsection (a) to (h), no person shall operate an aircraft in night VFR flight under Subpart 4, unless the aircraft is equipped with

i) an attitude indicator;

ii) a vertical speed indicator;

iii) a means of preventing malfunction caused by icing for each airspeed indicating system; and

iv) an outside air temperature gauge.

Reference CARs 605.16



4.3.3 NVFR Routes and Altitudes

a) Company aircraft must not be operated less than 1000 feet above the highest obstacle within three miles of the route, unless:

1) for the purpose of conducting a take-off or landing; and 2) or as authorized by the Minister.

Reference CAR703.27 (a)

b) Outside controlled airspace, the helicopter may only be flown on those routes, and at or above the minimum altitudes, listed in the Helijet Company Route Manual.


4.4 IFR

4.4.1 IFR Weather Minima

All Helijet International IFR flights will operate in accordance with the following:

4.4.1.1 Takeoff Minima

IFR takeoffs may not be made unless weather conditions meet the takeoff minima specified in the CAP for helicopters. This will be no less than ¼ mile or where RVR reports are available, RVR 1200 may be used.

Where the RVR is reported below RVR 2600, take-off shall be from a runway in order to assure obstacle clearance.

Takeoffs may be conducted only if weather conditions are at or above the landing minimums for the runway to be used for takeoff, or at or above the landing minima for another suitable runway at that aerodrome.


Exceptions:

CARs 703 - Takeoff in IMC-Weather Below Landing Minima (Ops. Spec. 6)

The standards for conducting a take-off in IMC when weather conditions are above take-off, but below landing minima for the runway in use are:

1) the aircraft is twin-engined; 2) an alternate aerodrome is specified in the IFR flight plan

3) that aerodrome is located within the distance that can be flown in 60-minutes at the normal cruising speed;

CARs 704 - Takeoff Minima (Ops. Spec. 021)

1) The standard for authorization for a take-off where the weather conditions are at or above take-off minima but below the landing minima is that a take-off alternate aerodrome which is within 60 minutes flying time at normal cruise speed shall be specified in the IFR flight plan.



4.4.1.2 Approach and Landing Minima

a) Instrument approach procedures and landing minima shall be those specified in the Canada Air Pilot, Restricted Canada Air Pilot, or Jeppesen.

b) When conducting an instrument approach, the required visual reference necessary to continue the approach to land must be established before descending below decision height in the case of a precision approach or below the minimum descent altitude in the case of a non-precision approach.

4.4.2 Alternate Aerodrome Requirements

A suitable alternate aerodrome must be included in all IFR flight plans, except where an alternate aerodrome is not required in accordance with Section 4.4.4. Pilots planning flights where an alternate aerodrome is required will select alternates that meet the weather and approach facility requirements specified in the General Section of the Canada Air Pilot.

4.4.3 Alternate Minima

Alternate minima shall be those specified in the General Section of Canada Air Pilot.

4.4.4 IFR Alternate Not Required

An alternate aerodrome need not be designated in the IFR flight plan or in the IFR flight itinerary provided that:

a) flight following personnel are aware that the flight is operating no alternate IFR and have current weather readily accessible for timely communication to the flight;

b) the Pilot-in-Command is familiar with diversionary aerodromes;

c) terminal forecasts and weather reports are available for the destination and shall indicate that, at the estimated time of arrival and for one (1) hour after the estimated time of arrival, there will be:

i) a ceiling of at least 1000 feet above the airport elevation, or at least 400 feet above the lowest applicable approach minima, whichever is higher, and a visibility of at least two (2) statute miles.

Reference: CARs 704.27, CARs 724.27

4.4.5 IFR Instrument and Equipment Requirements

For all IFR flights, aircraft will have the equipment referred to in Section 4.1.3 for Day VFR or in Section 4.3.2 for Night VFR, depending on when the flight will take place, and in addition:

a) an attitude indicator; b) a vertical speed indicator; c) an outside air temperature gauge; d) pitot heat; e) a power failure warning device that shows the power available to gyroscopic

instruments from each power source;

f) an alternative source of static pressure for the altimeter, airspeed indicator and vertical speed indicator;

g) sufficient radio communication equipment to permit the pilot to conduct two way communications on the appropriate frequency; and



h) sufficient radio navigation equipment to permit the pilot, in the event of the failure at any stage of the flight of any item of that equipment, including any associated flight instrument display,

i) to proceed to the destination aerodrome or proceed to another aerodrome that is suitable for landing, and

ii) where the aircraft is operated in IMC, to complete an instrument approach and, if necessary, conduct a missed approach procedure.

i) no person shall operate an aircraft in IMC unless the aircraft is equipped with at least two generators, each of which is driven by a separate engine, and at least half of which have a sufficient rating to supply the electrical loads of all instruments and equipment necessary for the safe emergency operation of the aircraft; and

i) two independent sources of energy and a means of selecting either source, at least one source of energy being an engine-driven pump or generator, and each source of energy being able to drive all gyroscopic instrument and being installed so that the failure of one instrument of one source of energy will affect neither the energy supply to the remaining instruments nor the other source of energy.


4.5 Weather Radar

If passengers are carried in IMC when current weather reports or forecasts indicate that thunderstorms may reasonably be expected along the route to be flown, the aircraft must be equipped with thunderstorm detection or weather radar equipment.


4.6 Instrument Approach Procedures

Pilots shall adhere to the following procedures when conducting instrument approaches:

4.6.1 Altimeter Setting Procedure

Before commencing an approach, the Pilot-in-Command shall ensure that the aircraft altimeters are set to the current altimeter setting for the approach to be conducted.

4.6.2 Wind Direction and Speed

Instrument approach procedures shall not terminate in a landing unless, prior to landing, the Pilot-in-Command ascertains by means of a radio communication or visual inspection, that the wind direction and speed are suitable for landing.

4.6.3 Landing Surface Condition

Instrument approach procedures shall not terminate in a landing unless, prior to landing, the Pilot-in-Command ascertains by means of a radio communication or visual inspection, that the condition of the intended landing surface is suitable for landing.

4.6.4 Procedures for Use of RNAV Equipment

Pilots will not use RNAV equipment (GPS ) in IFR flight unless they have completed the training specified in this Manual. See Section 8.17

Detailed procedures for operating RNAV equipment are found in the aircraft Standard Operating Procedures and Equipment Manuals carried onboard the aircraft.

Reference: CARs 722.76(15), 724.115(20)(a)(b)(d)



4.6.5 Aircraft & GPS Equipment Type

Company helicopters equipped with Transport Canada Accepted IFR Approach Capable GPS Equipment are the only combination of aircraft and navigation equipment authorized for IFR GPS approaches. Authorized helicopters and equipment shall be listed in Operations Specification No. 100.

4.7 Approach Ban

The Approach Ban restricts runway or ground (reported) visibility to approximately 75% of the published Canada Air Pilot (CAP) advisory visibility.

Minimum RVR – Helicopters – Non-Precision, APV or Cat 1

Measured RVR Helicopters

RVR “A” ONLY 1200

RVR “A” AND “B” 1200

RVR “B” ONLY 1200

4.8 Terrain Avoidance Warning System (TAWS)/EGPWS

The TAWS should be set up to display terrain with FLT PLAN ROUTE overlaid on all approaches / departures.

The Emergency Ground Proximity Warning System (EGPWS) should not be inhibited except under daylight, VMC conditions.

4.9 Company Routes In Uncontrolled Airspace

Reference: CARs 703.34 & 704.29 CARs 723.34 & 724.29

Routes published in the Company Route Manual meet the CARs guidelines.

4.9.1 Establishing Routes

The VP Operations will establish necessary IFR and NVFR routes in Uncontrolled Airspace using the following criteria:

MOCA (based on aeronautical charts and the CFS):

IFR 2000 feet above the highest obstacle within 10 miles of the centre line of route;

NVFR 1000 feet above the highest obstacle within 3 miles of the centre line of route.

MEA:

i) meets or exceeds MOCA

ii) meets or exceeds an altitude that allows reception of navigation aids. Where a line of sight navigation aid is used: (minimum reception altitude) = (square root of an altitude above the navigation aid) x 1.25. The MEA will be rounded up to the nearest higher 100 foot increment.



4.9.2 NVFR Approved Routes

Night VFR routes are flown in accordance with Company approvals and Transport Canada authorized exemptions.

Routes are to be flown in accordance with the Route Manual and Standard Operating Procedures.

Night VFR routes approved under the exemption to CARs 704.23 (a) will be entered in Section 7 (Company Bulletins and Directives).

4.9.3 Contents of Route Manual

The company route manual will include, for each route:

a) the route segment;

b) track;

c) MOCA;

d) MEA;

e) distance between fixes or waypoints;

f) navigation aids.

4.9.4 Use of routes not yet in Manual

Pilots may fly IFR or Night VFR using routes in uncontrolled airspace that are not yet contained in the record of company routes, subject to the routes meeting the specifications contained in the Commercial Air Service Standards. Before such a flight takes place, the pilot is to have specific approval for each such flight from the VP Operations.

Reference CARs 724.29 (4)

4.10 Enroute Navigation

Pilots should use the equipment fitted in the aircraft to assist them in navigating accurately. No pilot shall permit the use of a portable electronic device on board an aircraft, where the device may impair the functioning of the aircraft’s systems or equipment.


4.11 Enroute Communications

Pilots should keep a listening watch on the frequency of the ATC agency for the airspace in which they are flying, or any ATF or MF that is published for the airspace. Outside controlled airspace where no such frequency is published pilots should listen out on 126.7 or some other frequency if designated for enroute traffic in that area.

The company frequency, 131.25, should be monitored on the second radio when practicable, and when out of range of all other company stations or aircraft then 121.5 should be monitored on the second radio.




4.12 Collision Avoidance

Pilots will avoid collision with other aircraft by applying the “right of way” rules (CARs 602.19 and AIP). Pilots in IFR or NVFR flight are reminded that following an IFR or NVFR route, or flying an instrument approach or procedure, confers no special priority over any other aircraft. Pilots in IFR flight should remember that VFR aircraft may well be occupying the same general airspace, and thus a visual lookout is important.

The TCAS & TAWS systems shall be used by flight crews in accordance with the aeroplane checklist and AFM.

4.13 Cockpit Voice Recorder (CVR)

The CVR shall be operated continuously from the time electrical power is first provided to the recorder before flight to the time at which electrical power is removed from the recorder after flight.

No communications pertaining to a flight may be erased from a CVR.

For aeroplanes equipped to record the uninterrupted audio signals received by a boom or mask microphone, the flight crew members must use the boom or mask microphone when operating below 10,000 feet MSL.

If the CVR becomes unserviceable, the aeroplane may be operated:

a) In accordance with the approved Company MEL for the aeroplane.

Reference: CARs 605.33 & 605.34

4.14 Operations In Hazardous Conditions

Flight operations will not be conducted into known hazardous conditions. However, should a Company aircraft be inadvertently faced with hazardous conditions, operations will be in accordance with Annex 4K of this Section.

4.15 Operation In High Density Altitudes

Pilots must consult the performance charts in the aircraft flight manual when conducting operations at high density altitudes.

Pilots must be aware that increases in temperature and/or altitude will result in a deterioration in aircraft performance.

4.16 Ice, Frost And Snow Critical Surface Contamination

4.16.1 Ground icing

No Pilot shall conduct or attempt to conduct a take-off in an aircraft that has frost, ice or snow adhering to any of its critical surfaces. (CARs 602.11).

When any frost, ice or snow is found to be adhering to any lifting or control surface, the frost, ice or snow shall be removed completely before any flight is attempted.



Frost ice or snow may be removed by:

a) the application of heat:

i) moving the aircraft to a warm hangar;

ii) solar heat;

iii) starting the engine and rotors, then shutting down for re-inspection.

b) mechanical methods such as brushing or sweeping, taking care not to damage the aircraft; or

c) application of a de-icing / anti icing fluid, providing that the fluid is approved for use by the Company and is applied with care to avoid damage to the aircraft.

4.16.2 In-flight Icing

None of the company aircraft are equipped to operate in icing conditions. Pilots shall not conduct a takeoff or continue a flight where icing conditions are reported to exist or are forecast to be encountered along the route of flight unless current weather reports or pilot reports indicate that icing conditions no longer exist. In all cases, the Pilot-in-Command shall have responsibility in deciding whether or not a flight will operate in conditions of icing.

Reference: CAR 605.30

4.16.3 Crew Responsibilities

The Pilot-in-Command shall ensure that, prior to takeoff, there is no frost, ice or snow adhering to critical surfaces of the aircraft, namely the wings, horizontal and vertical stabilizers or any other stabilizing surface of an aircraft and, in the case of an aircraft that has rear mounted engines, the upper surface of its’ fuselage. The Captain shall ensure the clean aircraft concept is practiced, as well as to action all concerns brought to his attention by other crew or passengers.

Frost, ice or snow may adhere to the aircraft if snow is falling or the outside air temperature is below freezing, or has recently been below freezing. Where such conditions exist, the Pilot-in-Command shall inspect critical surfaces by touch to ensure that no frost, ice or snow is sticking to them. This inspection must be carried out immediately before commencing the start-up checklist. This task may be delegated to the Second-in-Command, who must then make a positive report to the Pilot-in-Command. If a clean aircraft for departure cannot be assured, the only acceptable alternative is to cancel or postpone the flight until conditions are acceptable.



4.17 Fuel Requirements

All flights shall be operated in accordance with the fuel requirements in CARs 602.88 & 704.20, namely:

CAR 602.88

No pilot-in-command of an aircraft shall commence a flight or, during flight, change the destination aerodrome set out in the flight plan or flight itinerary, unless the aircraft carries sufficient fuel to ensure compliance with subsections (1) to (3).

1) An aircraft operated in VFR flight shall carry an amount of fuel that is sufficient to allow the aircraft

a) in the case of an helicopter

i) to fly to the destination aerodrome and then to fly for a period of 30 minutes at normal cruising speed.

2) An aircraft operated in IFR flight shall carry an amount of fuel that is sufficient to allow the aircraft:

a) where an alternate aerodrome is specified in the flight plan or flight itinerary, to fly to and execute an approach and a missed approach at the destination aerodrome, to fly to and land at the alternate aerodrome and then to fly for a period of 30 minutes, or

b) where an alternate aerodrome is not specified in the flight plan or flight itinerary, to fly to and execute an approach and a missed approach at the destination aerodrome and then to fly for a period of 30 minutes.

3) Every aircraft shall carry an amount of fuel that is sufficient to provide for

a) taxiing and foreseeable delays prior to take-off;

b) meteorological conditions;

c) foreseeable air traffic routings and traffic delays;

d) landing at a suitable aerodrome in the event of loss of cabin pressurization or, in the case of a multi-engined aircraft, failure of any engine, at the most critical point during the flight; and

4.18 Fuelling Procedures

Pilots shall supervise the fuelling of their aircraft to ensure that the following procedures are adhered to.

4.18.1 Fuel Contamination Precautions

Aircraft shall be fuelled from a dispensing system that has an approved filter, water separator or monitor to prevent water or sediment entering the helicopter’s fuel tanks.

If it is necessary to use drums or cans of fuel then the fuel is to be filtered through a proper filter and water separator. A clean chamois or felt lined filter funnel may only be used under dire emergency conditions, recognizing that filter fibres may clog fuel system filters and nozzles. After the emergency flight, the aircraft should be checked following approved maintenance instructions for a contaminated fuel system.



During the preflight check, a reasonable quantity of fuel shall be drawn from the lowest point in the fuel system into a clear glass jar. A “clear and bright” visual test shall be made to establish that the fuel is completely free of visible solid contamination and water (including any resting on the bottom or sides of the container) and that the fuel possesses an inherent brilliance and sparkle in the presence of light. The pilot need not repeat this check if it is performed by the maintenance staff.

4.18.2 Bonding Requirements

Fuel passing through pipes and filters generates static electricity. If proper precautions are not taken, this static can discharge as a spark, and ignite the fuel.

Sparks can be avoided by proper electrical bonding of all parts of the fuelling system and the aircraft. Bonding cables must be conductive, durable and flexible. Bonding connections must be electrically and mechanically firm. Jacks, plugs, clamps and connecting points must be clean, unpainted metal to provide a positive electrical connection. The bond must be maintained until fuelling connections have been removed, thus allowing separated charges that could be generated during the fuelling operation to reunite.

Firstly the drum, fuelling vehicle or cabinet must be bonded to the helicopter, using a separate wire, not contained within the fuel hose. If using a drum, the pump should now be bonded to the drum, the drum cap opened and the pump stand-pipe inserted. Next, the hose nozzle, (which must be fitted with a bonding wire with a clip or plug attached), must be directly bonded to a part of the helicopter that is metallically connected to the tank filler port. Only then may the aircraft fuel cap be removed and fuelling commence.

Once fuelling is complete, the aircraft fuel cap must be replaced before unhooking fuel lines and bonding wires in the reverse order. Jet B and AVGAS ignite much more easily than Jet A, and a Jet B or AVGAS fire will spread about thirty times faster than a Jet A fire.

4.18.3 Fuelling with passengers Onboard

Aeroplanes may be fuelled with passengers on board or embarking or disembarking, under the following conditions:

a) in order to ensure that crew members receive prompt notification of a situation threatening safety such as major fuel spill or a fire, two way communication is maintained between the ground crew supervising the fuelling and the qualified personnel on board the aeroplane so that the aeroplane can be disembarked or evacuated as necessary;

b) a means of communication among the qualified personnel on board the aeroplane, ground/maintenance crews and fuelling agencies is determined and established and the procedures are provided to the appropriate personnel;

c) the helicopter engines are not running

d) during the fuelling process:

i) ground power generators or other electrical ground power supplies are not being connected or disconnected;

ii) heaters installed on the helicopter are not operated;

iii) other combustion heaters used in the vicinity of the helicopter are manufactured to CSA or ULC standards and approved in accordance with the Fire Commissioner of Canada for use in hazardous atmosphere;



iv) known high energy equipment such as High Frequency (HF) radios are not operated, unless in accordance with the helicopter manufacturer's approved flight manual where the manual contains procedures for the use of this equipment during fuelling;

v) weather-mapping radar equipment in the helicopter is not operated unless in accordance with the manufacturer's approved helicopter flight manual where the manual contains procedures for use during fuelling;

vi) helicopter batteries are not being removed or installed;

vii) external battery chargers are not being connected, operated or disconnected;

viii) electric tools or similar tools likely to produce sparks or arcs are not being used; and

ix) photographic equipment is not used within 10 ft. (3m) of the fuelling equipment or the fill or vent points of the aeroplane fuel systems;

e) fuelling is immediately suspended when there are lightning discharges within 8 km of the aerodrome;

f) the helicopter is fuelled in accordance with manufacturer's procedures for that type of helicopter;

g) the helicopter emergency lighting system is armed or on if so equipped;

h) "No Smoking" signs on board the helicopter are illuminated;

i) procedures are established to ensure that passengers do not smoke, operate portable electronic devices or otherwise produce sources of ignition;

j) a minimum of two exits are designated evacuation exits during fuelling; one of which must be the entry doors through which the passengers embarked;

k) the designated evacuation exits during fuelling are identified by helicopter type and published in the Company Operations Manual, and are clear and available for immediate use by passengers and crew members should an evacuation be required;

l) the air operator has procedures in place to ensure that there is a ready escape route from each designated evacuation exit during fuelling;

m) a means of evacuation, such as a deployed integral stair, a loading stair or stand, is in place at the aeroplane door used for the embarking and disembarking of passengers and is free of obstruction and available for immediate use by the aeroplane occupants if necessary;

n) a qualified person trained in the operation and use of emergency exits and in emergency evacuation procedures is ready to initiate and direct an evacuation is at or near the door

o) where desirable for climatic reasons a boarding door may be closed, but may not be latched.



4.19 Weight and Balance System

4.19.1 Responsibility

The Pilot-in-Command shall ensure the aircraft is operated within the weight and balance limitations in the Aircraft Flight Manual and that for every phase of flight, (take-off, cruise and landing) the load restrictions, weight and centre of gravity of the aircraft conform to the limitations specified in the Aircraft Flight Manual. The Pilot-in-Command shall check the floor loading limits in the Aircraft Flight Manual are not exceeded, and that cargo is properly restrained.

For every flight, the pilot will complete and record the weight and balance calculations on the Company Operational Flight Plan.

4.19.2 Operational Empty Weight

The Aircraft Flight Manual of each aircraft is to contain an operational empty weight and centre of gravity for the aircraft in each configuration.

4.19.3 Cargo Weight

Use actual cargo weights determined by weighing, from labels or placards, or when unavailable, by estimation.

4.19.4 Passenger Weight

Helijet has elected to utilize approved standard weights that are derived from the published AIM. The following approved weights include 13 pounds for carry-on baggage for males and females.

Summer (Mar 15-Dec 14)

Winter (Dec 15 – Mar 14)

Male 200 pounds 206 pounds Female 165 pounds 171 pounds Children (2-11yrs) 75 pounds 75 pounds Infants (0 < 2yrs) 30 pounds 30 pounds

On any flight identified as carrying a number of passengers whose weights, including carry-on baggage will exceed the approved standard weights then the actual weight of such passengers shall be used.

4.19.5 Fuel Weight

For volume to weight conversions (15oC) use:

Jet “B” Jet “A” lbs./litre 1.77 1.85

lbs./US gal 6.68 7.00 lbs./Imp gal 8.01 8.39



4.19.6 Calculation

The gross weight of the aircraft shall be calculated before takeoff and recorded on the Operational Flight Plan. If this calculation is not made by the Pilot-in-Command then he or she must ensure that the calculation is correct

The Centre of Gravity shall be calculated, using the SEEGEE Calculator or forms in Annex 4D. The calculation shall then be included on the Operational Flight Plan and must be retained for 90-days.

4.19.7 Training

Each pilot will receive annual weight and balance training, including a full weight and balance calculation.

4.20 Cargo & Carry-On Baggage

The Pilot-in-Command is responsible for ensuring that all equipment, cargo, and carry-on baggage is restrained by a safety belt, net or other tie-down so as to prevent it from shifting during take-off, landing and in-flight turbulence.

The normal and emergency exit or exits required by any passengers on board must be accessible.

Where approved in the appropriate AFM & SOP, carry-on baggage is permitted in the cabin of the aircraft provided it is of such size and weight that it can be stowed directly under the seat or in an approved container. The aircraft seat must be equipped with forward and side restraint bars. Refer to Section 6 of this Manual.

4.20.1 Cargo / Baggage in Passengers Seats / Cabin

Helijet does not accept seat-loaded items during normal revenue operations. However, with the proper restraint systems in place and specific approval from the VP Operations (Operations Manager) / Chief Pilot / or Director of Maintenance, seat loaded items may be approved for charter or special operations as outlined in the Carry-On Baggage Control Program – Section 6.

4.21 Checklists, Flight Manuals, SOPs and MELs

Both crew members will be familiar with the Rotorcraft Flight Manual and shall operate the aircraft in accordance with the limitations set out in the Rotorcraft Flight Manual.

Normal and emergency checklists as described in CARS 602.60 below, must be carried on board each aircraft.

1) A checklist shall enable the aircraft to be operated in normal, abnormal and emergency conditions and shall include:

a) a pre-start check;

b) a pre-take-off check;

c) a post-take-off check;

d) a pre-landing check; and

e) emergency procedures.



2) Emergency procedures referred to in paragraph (1)(e) shall include

a) emergency operation of fuel, hydraulic, electrical and mechanical systems, where applicable;

b) emergency operation of instruments and controls, where applicable;

c) engine inoperative procedures; and

d) any other procedure that is necessary for aviation safety.

3) Checks and emergency procedures referred to in subsections (1) and (2) shall be performed and followed where they are applicable.

Standard Operating Procedures and a Minimum Equipment List have been published by the Company. Pilots shall use these documents before, during and after flight.

Each aircraft shall carry the Manuals described in the applicable Standard Operating Procedures.

All publications shall be maintained by the Flight Operations Office staff. The Company Operations Manual, Standard Operating Procedures and Minimum Equipment List issued to individual pilots shall be maintained by the holder.

4.22 Maintenance Discrepancy Reporting

4.22.1 Before Flight

The Pilot-in-Command will ensure that the aircraft is serviceable for flight by:

1) reviewing the Aircraft Journey Logbook;

2) performing a pre-flight check;

3) if necessary, consult the Director of Maintenance or the Senior AME available.

The Pilot-in-Command will report any discrepancies found before flight to the Director of Maintenance or the senior available AME. Such discrepancies must be resolved before the flight is commenced.

4.22.2 After Flight

As soon as possible after landing the Pilot-in-Command will record all defects in the Aircraft Journey Logbook, and inform the Director of Maintenance or the senior available AME. The Director of Maintenance or the senior available AME will then arrange that before the next flight all defects are actioned or deferred in accordance with the Maintenance Control Manual and Minimum Equipment List.

4.22.3 Deferred Defects

For aircraft with an MEL (Minimum Equipment List) defects may be deferred in accordance with that MEL. The MEL handling procedures can be found at the front of each MEL. The Pilot-in-Command may defer a defect without reference to the maintenance staff provided the procedures in the MEL are followed and the maintenance department is advised as soon as practicable.

Where an “O” or “M” procedure is required before each flight day, or before each flight, the Pilot-in-Command will ensure that the required actions are completed in accordance with the MEL.



4.23 Abnormal Occurences

Aircraft are approved to operate within certain limits which are considered to constitute normal operation. If these limits are exceeded due to abnormal occurrences, or if the aircraft is exposed to some hazard or stress which was not catered for in the original design, the integrity of the structure or the performance of the powerplant(s) or systems could be impaired. Any report or evidence which indicates that approved limits have been exceeded, or that the aircraft may have sustained damage, shall necessitate an inspection to ensure that the aircraft is still airworthy.

Annex 4P (Standard 625 – Appendix G) describes items which are considered to be abnormal occurrences and require an inspection for continued airworthiness.

A Logbook entry is required for an “abnormal occurrence”. The Pilot-in-Command will discuss the “abnormal occurrence” with Maintenance to ensure the appropriate procedures are completed prior to the next flight.

4.24 Pilot Qualifications

4.24.1 Pilot’s Responsibility

It is the responsibility of each pilot to ensure that all required licenses, certificates and ratings are in force before flying Company aircraft. Requirements are listed in CARs Part IV and Part VII. Any suspected or known medical condition that might invalidate a license shall be brought to the attention of the Chief Pilot immediately.

The Pilot-in-Command shall hold a Canadian Airline Transport Pilot Licence (Helicopter) and the Second-in-Command shall hold a minimum of a Canadian Commercial Pilot License (Helicopter) with appropriate ratings. These licences must be valid and endorsed for the type of aircraft the pilot is flying. A valid Medical Certificate and a valid Restricted Radiotelephone Operators Certificate (Aeronautical) is also required. Each pilot shall be trained in accordance with Section 8 of this Manual and the training sections of Annexes to this Manual covering special operations.

4.24.2 Pilot Proficiency Checks

Pilots must have a valid Pilot Proficiency Check (PPC). The PPC is valid to the first day of the thirteenth month after the date of the PPC for operations under CARs 703 & 704.

The validity of the PPC may be extended to the 1st day of the 25th month if the required annual training and Pilot Competency Check (PCC) for CARs 704 operations has been completed prior to the 1st day of the 13th month. If the required PCC is not completed prior to the 1st day of thirteenth month, then a PPC must be completed prior to commencing flight duties. The PPC and PCC may be renewed up to 90 days prior to the expiry date without affecting the renewal anniversary date. (See Section 7 for Transport Canada exemptions).

A PPC is required as follows:

a) Single engine types carrying nine or less passengers: a PPC on any one of the types flown, may not be required if the PIC meets the requirements as listed in Bulletin & Directive 6 of Section 7 of this manual; and

b) Twin engine types: a PPC on each twin engine type.

A PPC need not be carried out if a pilot holds a valid PPC from another company, on the appropriate type as above. However, Company training requirements must still be met.

Reference Section 8.18



4.24.3 Currency

Except for training, positioning and ferry flights a pilot must have completed:

a) 3 take-offs and landings on type in the previous 90 days; and b) if carrying passengers, 5 take-offs and landings in an aeroplane in the previous 6

months;

c) if carrying passengers at night, 5 take-offs and landings in the same category of aircraft at night in the previous 6 months, and

d) pilots shall document these currency items in their personal log book.

4.24.4Experience

a) for CARs 703 operations, if carrying passengers, the Pilot-in-Command, must have at least 5 hours on type in the Pilot-In-Command seat. The 5 hours on type as PIC requirement may be reduced by 1 hour for each take-off and landing carried out, up to a maximum of 50% of the total time required;

b) For CARs 704 operations under VFR, the Pilot-in-Command must have at least 500 hours of flight time as a pilot; and

c) For CARs 704 operations under IFR with passengers, the Pilot-in-Command must have at least 1200 hours of flight time as a pilot.

4.25 Minimum Crew

4.25.1 Flight Deck Crew

Irrespective of any aircraft type certificate, the minimum crew in IFR flight with passengers is two pilots.

4.26 Use of Seat-belts and Shoulder Harnesses

While at a pilot station on all company aircraft, seatbelts and shoulder harnesses shall be fastened.

4.27 Chain Of Command

Every crew member on board an aircraft shall, during flight time, comply with the instructions of the Pilot-In-Command or of any person whom the Pilot-In-Command has authorized to act on his behalf.



4.28 Substance Abuse Policy

Helijet International’s Flight Department has a “zero tolerance” for substance abuse of any kind. Any employee found in personal possession of liquor or illicit drugs while on duty is subject to immediate dismissal. Personal abuse of liquor even at home is legitimate cause for Company concern. Anyone reporting for duty in a condition unfit to perform his duties, including a reasonable perception of a hangover, or who is or appears to be under the influence of any legal or illegal substance that may affect their judgement, may be questioned and may be required to take an independent lab test immediately. Failure of the test or refusal to take the test shall be deemed a breach of this policy and will almost certainly result in immediate suspension from duties and likely termination. As an employee it is your responsibility to immediately report to your supervisor if any Company operation is in your view in jeopardy due to a compromised employee.

4.29 Consumption of Alcohol and/or Drugs

4.29.1 Flight Crew

Consumption of alcohol / medication can have a detrimental effect on the efficiency of an individual, resulting in a direct influence on the safety of the cabin and flight operations.

Crew members must remember it is their personal responsibility to keep themselves fit for the execution of their duties, and are prohibited from using intoxicants at any time that may affect the individual, mentally or physically, while on duty. Intoxicants shall not be consumed within eight (8) hours before reporting for duty, including reserve, and while commuting or deadheading prior to operating a flight in the same duty period. Excessive consumption of alcohol will be avoided, prior to the “8 Hour Rule” of reporting for flight duty.

Operating Crew Members will not under any circumstances, be permitted to consume alcoholic beverages.

Crew Members at Helijet may not consume alcoholic beverages at anytime while in uniform.

4.29.2 Passengers

For the purposes of this section ”intoxicating liquor” means a beverage that contains more than 2.5 per cent proof spirits. No person shall allow a person to board an aircraft when there are reasonable grounds to believe that the person’s faculties are impaired by alcohol or drugs to an extent that may present a hazard to the aircraft or persons onboard the aircraft.

The operator of an aircraft may allow a person whose faculties are impaired by a drug(s) to board an aircraft, where the drug was administered in accordance with a medical authorization and the person is under the supervision of an attendant.

No person shall consume an intoxicating liquor unless it has been served to that person by the operator of the aircraft, if applicable.

4.30 Corrective Lenses Crew members that require the use of corrective lenses should have a spare set readily available while on duty.



4.31 Flight & Duty Time Limitations and Rest Requirements

4.31.1 Limitations

Flight time and flight duty time limitations and rest requirements are governed by CARs 700.14 to 700.23 and the accompanying standards. The company has three relevant Operations Specifications:

No. 92 authorizes an increase in flight time, subject to the conditions in 720.15;

No. 93 authorizes an increase in duty time, subject to the conditions in 720.16;

No. 94 authorizes a decrease in time free from duty, subject to the conditions in 720.19.

The limitations are in Annex 4D.

4.31.2 Monitoring System

Pilots are ultimately responsible for ensuring that the limitations on flight and duty time imposed by this Manual are not exceeded.

The Company has adopted the following procedures to ensure that the limitations are complied with:

Scheduled & Air Ambulance Operations

Pilots working on Company scheduled passenger-carrying operations will be allocated duty on a pre-planned schedule such that flight and duty time limitations will not be exceeded. When significant changes are made to a pilot’s schedule the scheduler will take into account the effect on flight and duty time limitations and ensure they are not exceeded.

Flight and Duty Time records shall be maintained on computer by Flight Operations. Such records shall be updated daily. Any pilots on contract work, or carrying out any other flying duties outside the Company, shall submit a report of such flying and of external duty time to Flight Operations.

Flight Operations shall produce a monthly report to the VP Operations (Operations Manager) of all flight and duty times. A hard copy of these reports shall be maintained for at least 1 year.

When it appears that any of the limits may be exceeded by any assigned duty, the pilot will immediately inform the VP Operations (Operations Manager) and provide a copy of the monthly report completed to date. Until the situation changes, the pilot will continue to provide an update of flight time, duty time and rest periods by a means and frequency determined by the VP Operations (Operations Manager).

The Company will not assign a pilot to any duty that would cause any of the limits to be exceeded.

Charter Division Charter Division pilots shall maintain a daily record of their flight and duty times. Each month, charter pilots shall complete a Crew Position Report and submit this to the Charter Coordinator.

When it appears that any of the limits may be exceeded by any assigned duty, the pilot will immediately inform the Chief Pilot and provide a copy of the monthly report completed to date. Until the situation changes, the pilot will continue to provide an update of flight time, duty time and rest periods by a means and frequency determined by the V P Operations. The company will not assign a pilot to any duty that would cause any of the limits to be exceeded.



4.32 Operations Specifications

Helijet holds the following Operations Specifications:

4.32.1 #2 Over Water Operations

Operations Specification No. 2. Over water operations of a land aircraft beyond a point where the land aircraft could reach shore in the event of an engine failure, applicable to Air Taxi. See Annex 4F.

4.32.2 #5, #20, #42 Low Visibility Operations

Operations Specification Nos. 5, 20 and 42. VFR Flight - Minimum flight visibility within uncontrolled airspace (subparts 703, 704 and 702 respectively). See Annex J.

4.32.3 #6 and #21 Take-Off in IMC Below Landing Minima

Operations Specifications Nos. 6 and 21 allow take-offs in weather conditions below the landing minima for the runway to be used for takeoff – CAR 703.30 & 704.26.

4.32.4 #25 No Alternate IFR

Operations Specification No. 25. No alternate aerodrome IFR Flight - CAR 704.27(a)

4.32.5 #40 Aerial Work - Carriage of persons

Operations Specification No. 40. Carriage of persons other than flight crew members and persons essential during flight when conducting Aerial Work operations.

4.32.6 #43 Aircraft Night Operations with Persons Other than Flight Crew

Operations Specification No. 43. Aircraft night operations with persons other than flight crew on board. See Annex 4L.

4.32.7 #44 Hover Exit

Operations Specification No. 44. Entering or leaving a helicopter in flight other than by hoisting or by static line applicable to Aerial Work. See Annex 4E.

4.32.8 #45 Over Water Operations

Operations Specifications No. 45. Over water operations of a land aircraft beyond a point where the land aircraft could reach shore in the event of an engine failure, applicable to Aerial Work. See Annex 4F.

4.32.9 #47 Class D External Loads

Operations Specification No. 47. Helicopter - CAR 702.21(2)(A) Class D external loads. See Annex 4I.

4.32.10 #49 Built-up Area

Operations Specification No. 49. Helicopter - CAR 702.22(2) Operation of an Aircraft over a Built-Up Area. See Annexes 4L, 4M, and 4N.

4.32.11 #92, #93, #94 Flight Time, Flight Duty Time and Rest Periods Operations Specification No. 92 Increase in Flight Time Limitations (CAR 700.15 CASS 720.15), Operations Specification No. 93 Increase in Flight Duty Time Limitations (CAR 700.16 CASS 720.16), Operations Specification No. 94 Decrease in Time Free from Duty (CAR 700.19 CASS 720.19). See Annex D.



4.32.12 #99 Restricted Instrument Procedures (RIP)

Operations Specification No. 99. Authorizes the use of RIPs published in the Restricted Canada Air Pilot (RCAP) that require operations specification 099.

4.32.13 #100 IFR Instrument Approaches Utilizing GPS

Operations Specifications No. 100, IFR Instrument Approaches Global Positioning System (GPS) – CARs 704.08(g)(vi), 703.08 (g)(ii), 702.08 (g)(vii) and CASS 724.08(3). See Annex 4O

4.32.14 #606 Helicopter Only Restricted Instrument Procedures

Operations Specification No. 606 authorizes the use of Copter RIPs published in the Restricted Canada Air Pilot (RCAP) that require Operations Specification 606.

4.33 Aerial Work Operations

4.33.1 Definitions

Helicopter Class A External Load

means an external load that cannot move freely, cannot be jettisoned and does not extend below the landing gear.

Helicopter Class B External Load

means an external load that can be jettisoned and that is not in contact with land, water or any other surface.

Helicopter Class C External Load

means an external load that can be jettisoned and that remains in contact with land, water or any other surface.

Helicopter Class D External Load

means an external load with a person carried externally or any external load, other than a Class A, B or C external load.

4.33.2 Aerial Work Conducted

Helijet conducts the following aerial work operations, and detailed instructions are in the annexes indicated:

a) Slinging (Class B and C external loads) – Annex G.

b) Class D external loads - Annex I.

4.33.3 Briefing of persons other than flight crew

For aerial work operations the Pilot-in-Command shall ensure that persons, other than flight crew members, who are carried on board the aircraft, are given a safety briefing in accordance with Annex C to this section.



4.33.4 Carriage of persons

Persons who are neither flight crew nor essential during flight may still be carried on aerial work operations provided that the person is briefed as above and is:

a) a flight crew trainee; or

b) undergoing training for essential duties during flight; or

c) a maintenance technician employed by this company; or

d) a fire fighter or fire control officer being carried within a forest fire area; or

e) is being carried to an aerial work site, performs an essential function in connection with the aerial work operation and is necessary to accomplish the aerial work operation.

During external load operations persons not essential during flight may be carried only in conjunction with a Class D load complying with CARs 702.21(1), except for crew members undergoing training.

There must be a seat and safety belt on board for each person, except for someone working in an opening in the aircraft such as a door, who may instead use a suitable restraint system. Seats must also have a shoulder harness if the aircraft was made after September 16th, 1992, or if the operation includes Class B, C or D external loads, or aerial application or inspection below 500ft agl.

4.34 Carriage Of Passengers / Medical Personnel / Patients

4.34.1 Passenger Briefing

The Pilot-in-Command shall ensure that Passengers / Medical Personnel / Patients are given a safety briefing in accordance with Annex A to this section.

The normal safety briefing may be inadequate if a passenger has physical, sensory or comprehension limitations, or if a passenger is responsible for another person on board the aircraft. In such cases, the Pilot-in-Command shall ensure that the passenger is given, prior to take-off, an individual safety briefing that is appropriate to the passenger’s needs, and is in accordance with Annex B to this section.

The Pilot-in-Command shall ensure that each person who is seated next to an Emergency Exit is made aware of how to operate that exit.

4.34.2 Cabin Safety

The Pilot-in-Command shall ensure that;

a) seats located at emergency exits are not occupied by persons whose presence in those seats could adversely affect the safety of persons or crew members during an emergency evacuation.

b) the Pilot-in-Command shall ensure that each passenger who is seated next to an emergency exit is made aware of how to operate that exit.

c) the Pilot-in-Command shall direct all persons on board to fasten safety belts

i) during movement of the aircraft on the surface;

ii) during takeoff and landing; and

iii) at any time during flight that the pilot-in-command considers it necessary that safety belts be fastened.



4.34.3 Additional cabin safety for CARs 703 operations

Passengers shall be provided with necessary safety information required by the Commercial Air Service Standards through either a safety features card or placards in the aircraft.

4.34.4 Additional cabin safety for CARs 704 operations

a) The flight crew must be able to exercise supervisory control over passengers by visual and aural means.

b) Each passenger shall be provided with, at the passenger’s seat, a safety features card containing, in pictographic form, the safety briefing information required by the Commercial Air Service Standards, and any wording shall be in English and French.4.35 Admittance to the Flight Deck

The flight deck on Helijet aircraft is restricted to all except the following:

• Helijet Company Check Pilots • TC Inspectors while in performance of their official duties • Helijet employees or associates whose duties are directly related to Flight Operations

and / or the maintenance of Company aircraft and associated systems

• Flight dispatchers on company assigned training • A technical representative of the manufacturer of the aircraft or its’ components whose

duties are directly related to the in-flight monitoring of aircraft equipment or operational procedures.

All other requests for flight deck authority shall be made through the VP Operations.

Without prior approval, contingent passengers must request the observer seat from the appropriate agent at check-in. Should the Pilot-in-Command approve the observer seat for the contingent passenger, a ticket must still be used whether the individual is a qualified crew member or not.

Admission to the flight deck policies outlined above, do not limit the emergency authority of the Pilot-in-Command to exclude any person from the flight deck in the interest of safety.



4.36 Carriage of Prisoners / Escorts

The final decision regarding the transportation of a person or persons under the escort of a peace officer(s) rests with the Pilot-In-Command. A “Notice to Armed Individuals and Escort Officer” must be completed by a Passenger Services Agent and handed to the PIC. When a person under escort is accepted for carriage, the following procedures are to be followed:

The organization responsible for the escort of the prisoner will give the air carrier, a minimum of one hour notice, or in an emergency, as soon as possible prior to the departure of the flight, a notice stating:- the identity of the person under escort, reason, security degree and required flight.

a) The security rating of the person under escort will determine the minimum number of peace officers required for escorting, as follows:

Maximum - 2 peace officers, with limit of one person under escort /flight.

Medium - 1 peace officer for each person under escort

Minimum - 1 peace officer for every 2 persons under escort

b) The escorting peace officer(s) is equipped with restraining devices that can be used if necessary, however the prisoner shall never be restrained to any fixed portion of the aircraft;

c) The escorting peace officer(s) has searched the person(s) for contraband, matches, weapons or other items that could be used to endanger the safety of the flight;

d) The escorting peace officer(s) shall search the seat allocated to the person(s) for weapons or other items that could endanger the safety of the flight;

e) The person under escort shall not be seated adjacent to an emergency exit;

f) A peace officer(s) escorting a person(s) on board an aircraft shall accompany the person at all times;

g) No alcoholic beverage shall be provided to a person under escort or to the escorting peace officer;

h) In addition to the guidelines listed on above, the Flight Attendant, where carried, should follow these procedures:

• The person under escort and the escorting peace officer will pre-board ahead of all the other passengers, and will deplane once all other passengers have left the aircraft;

• The person under escort and the escorting peace officer will be assigned seating at the rear of the aircraft; and

• The person under escort will be seated so as to prevent direct contact with other passengers, eg: a window seat, with escorting peace officer next to him/her.



4.37 Carriage of Weapons

Regulations which outline the provisions to be adhered to by Peace Officers and Air Carriers in the transportation of firearms onboard, are as follows:

A Peace Officer authorized to carry a firearm aboard a particular flight shall:

a) Notify the Air Carrier operating the aircraft of the fact at least one hour before departure of the flight, or in an emergency, as soon as possible before departure of the flight;

b) Identify himself / herself to the Air Carrier, by presenting credentials that include his / her clear, full face picture, his / her signature and the signature of an authorized official of the organization that employs him / her;

c) Complete the Notice to Armed Individuals Form and notify the Pilot-In-Command of the aircraft of the presence on board of an armed Peace Officer.

If a second Peace officer is carried who has a firearm accessible to him, they will be told of each other’s presence.

4.38 Weapons Onboard

a) Unloaded firearms may be carried by Peace Officers or Officers of Her Majesty’s Armed Forces;

b) Weapons rendered unusable (ex. a gun without bullets) may be carried as checked baggage only;

c) Hunting knives, hatchets, swords and other such items are will not be permitted in the cabin of the aircraft. Such items will be taken from the passengers prior to boarding and placed in the baggage area.

4.39 Passenger Headcount

Headcount must be confirmed with Pilot-in-Command and/or Agent prior to door closure.

4.40 Portable Electronic Devices

a) Use of any transmitting device that intentionally radiates radio frequency signals is prohibited.

b) The following devices are permitted without restriction:

• Hearing Aids • Heart pacemakers • Electronic watches • Properly certified air operator installed equipment



c) The following may be used with restrictions:

i) personal life support systems may be operated during all phases of flight, provided that the device does not cause interference with the aircraft’s systems or equipment;

ii) portable two-way radio communication devices may be used subject to all of the following conditions and restrictions being met:

a. use is prohibited at all times when the aircraft engines are running, excluding the auxiliary power unit,

b. when the pre-flight safety briefing begins prior to engine start, passengers must be instructed to turn the devices off at the beginning of the briefing, and that they may not use those devices until the engines have stopped.

c. if there will be a delay between briefing and engine start, then the Pilot-in-Command must ensure that, before engine start, the passengers are reminded to turn off and stow such devices;

iii) other portable electronic devices may be used, except during take-off, climb, approach and landing.

d) Passengers shall be informed of the policy pertaining to the use of portable electronic devices and those devices that are prohibited from use during the delivery of the pre-flight safety briefing and demonstration.

e) When interference with the aircraft’s systems or equipment is suspected from use of a portable electronic device, crew members shall:

i) confirm passenger use of portable electronic device(s)

ii) instruct passenger(s) to terminate the use of portable electronic device(s);

iii) prohibit the use of suspected portable electronic device(s); and

iv) recheck the aircraft’s systems and equipment.

f) The Pilot-in-Command shall report incidents of portable electronic device interference and include the following information in the report:

i) Flight Information - aircraft type, registration, date and UTC time of incident, aircraft location (VOR bearing/DIST/LAT/LONG), altitude, weather conditions, pilot name and telephone number;

ii) Description of Interference - description of effects on cockpit indicators, audio or systems, including radio frequency, identification, duration, severity and other pertinent information;

iii) Action Taken by Crew to Identify Cause or Source of Interference;

iv) Identification of Portable Electronic device - description of device, brand name, model, serial number, mode of operation (i.e. FM radio), device location (seat location), and regulatory approval number (FCC/other);

v) Identification of User - name and telephone number of passenger operating the device; and

vi) Additional Information - as determined pertinent by the Crew; and

vi) Reports of portable electronic device interference shall be submitted to the Director, Safety Services, Transport Canada, Transport Canada Building, Place de Ville, Ottawa, Ontario K1A 0N8.



4.41 Apron Safety Procedures

In order to facilitate a high level of awareness concerning apron safety, it is necessary to implement certain procedures for all crew members. This will ensure passengers and personnel have the safest conditions possible.

4.41.1Crew Member Apron Safety

a) Be alert when on the apron area b) Never walk behind an aircraft which has engines running c) Pay attention to aircraft preparing to taxi, takeoff/land d) Check all directions prior to entering the apron area e) Be aware of the weather conditions before entering the apron area (the presence of

ice and snow on the apron)

f) Be aware of spinning propellers, (invisible at high speed) g) “No Smoking” on the apron.

4.44.2 Passenger/ Medical Personnel / Patient Apron Safety

It is the Pilot-in Command responsibility to ensure:

a) Passengers are directed along the correct and safest route between the aircraft and the terminal, to avoid any hazardous conditions;

b) Passengers are not exposed to hazards from aircraft operations, (such as jet blasts or propellers);

c) Passengers are not wearing headsets of any type while crossing the apron or using cellular telephones;

d) Ensure “No Smoking” on the apron; e) Passengers are aware of apron conditions and an announcement has been made prior

to deplaning advising them of the conditions, and to follow all directions provided outside the aircraft.

It is the responsibility of Helijet to open / close / lock / unlock all terminal doors to permit boarding and deplaning.

4.45 Elementary Work

In accordance with the Maintenance Control Manual, personnel who do not hold an AME Licence may carry out Elementary Tasks or servicing if they hold an appropriate authorization.

The Chief Pilot shall maintain a record of individuals holding elementary task or servicing authorization.

Reference: CARs 625 Appendix A (Annex 4Q)

4.45.1 Definition

Elementary Work is that work carried out on aeronautical products that are not subject to a maintenance release.



4.45.2 Authorization

Authorization is granted to Helijet International pilots only. Tasks are limited to those listed on the Elementary Work Training Record Form.

4.45.3 Training

Pilots shall receive the required training, in accordance with Section 8.22 of this Manual. Authorization is valid for three years from the date of issue.

4.46 Transport Canada Inspectors

Transport Canada Inspectors will periodically travel on our flights, or may conduct apron inspections. The purpose of the Civil Aeronautics National Inspection Program is to ensure that emergency equipment, cabin systems, and operating procedures are in accordance with the prescribed Standards and Regulation

4.46.1 Flight Crew Inspector: (Flight Deck):

a) Assigned an observers seat in the flight deck (if appropriate to type); b) Treated as extra crew; and c) Preferred seat within the cabin (if flight deck observers seat is not applicable)

4.47 Air Ambulance Operations

Air Ambulance services are considered to be a Commercial Air Service (Operations Specification #600) and therefore governed by CARs Part VII. Helijet International’s policy regarding air ambulance operations adheres to Transport Canada’s publication TP 10839E (Annex 4R) as a guideline. Specific references to the company’s operational procedures can be found in Annex 4N.

4.48 Resetting Of Tripped Circuit Breakers

The Aircraft Flight Manual, Standard Operating Procedures Manual and Maintenance Control Manual procedures and limitations shall be the basis for Circuit Breaker (CB) resetting procedures.

There is a latent danger in resetting a CB tripped by an unknown cause because the tripped condition is a signal that something may be wrong in the related circuit. Until it is determined what caused a trip to occur, crew members have no way of knowing the consequences of resetting a tripped CB.

When dealing with CB associated with fuel systems special caution is appropriate since resetting of a fuel boost pump and/or fuel quantity indicating system may cause arcing which may lead to the ignition of fuel or fuel vapours.

On the ground a CB tripped by an unknown cause should normally be a maintenance function. In flight, crew members should limit resetting of CBs to one where the PIC feels it is essential for the continued safety of the flight. No attempt should be made to reset a CB if it trips a second time.

Training as per Section 8.8 (g).



4.49 Flight Permits

Flight Permits may be authorized to move an aircraft requiring repair from a location where maintenance cannot be readily or easily performed, to a facility with the required tools, equipment and parts. Specific references to Company operational procedures can be found in the Maintenance Control Manual Section 8.

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