HAC

PILOT QUALIFICATIONS WORKING GROUP

Subgroup of AIR TAXI Committee

FIRE FIGHTING

INDUSTRY BEST PRACTICES

DISCLAIMER

The Air Taxi Committee, Pilot Qualifications Working Group, Fire Fighting – Industry Best Practices provides guidance to members of the Helicopter Association of Canada (HAC) wishing to establish or adopt these Fire-Fighting - Industry Best Practices guidelines. (“the Guide”) The use of this Guide is strictly voluntary.

This document is not, and is not intended to be, all-inclusive, but only a guide.

The Guide sets out in general principal recommended actions for conducting operations in the Fire-Fighting Operations environment based on consensus-based discussions, which have taken place in HAC’s Air Taxi Committee, Pilot Qualifications Working Group.

Every effort has been made to supply accurate and up to date information however, the Air Taxi Committee and the HAC and their members assume no responsibility for the accuracy, adequacy, or completeness of any information presented in the Guide and assume no responsibility for any errors or omissions, or outcomes resulting directly or indirectly from the use of the Guide.

In the event of any conflict, discrepancy, error, or omission between the information presented in this Guide and the applicable current provincial and/or federal health and safety regulation, directives, orders or recommendations, the provisions in the provincial and/or federal law, regulation, directive, order or recommendation shall prevail. In the event of any conflict, discrepancy, error, or omission between the information presented in this Guide and any applicable provincial and/or federal law, regulation, directive, order or recommendation, the provincial and/or federal law, regulation, directive, order or recommendation shall prevail.

The members of the Air Taxi Committee and the HAC and the companies or organizations they represent make no representations, warranties, or guarantees in connection with the Guide or the contents of any recommendation, and hereby disclaim liability or responsibility for any loss, damage or harm resulting from the use of this Guide in whole or in part or any violation of any legal requirement with which any provision in this Guide may conflict. The information in this Guide is intended as a guide and does not provide the only acceptable method of dealing with the topics addressed herein. The Guide is not a definitive guide to compliance with government regulations and does not release users of this Guide from their responsibilities under applicable law, regulation, directive, order or recommendation.

The Air Taxi Committee and HAC assume no liability in publishing the Air Taxi Committee, Pilot Qualifications Working Group Fire Fighting – Industry Best Practices. In each case, company or organization personnel should conduct their own due diligence by way of performing specific testing, research, development and implementation of individual methods of controls and should familiarize themselves with all applicable laws, regulations, directives, orders or recommendations.

ACKNOWLEGMENT

The HAC and the members of the Air Taxi Committee would like to gratefully acknowledge the participation and commitment of the members of the Pilot Qualifications Working Group in the development of this document.

BACKGROUND & PREAMBLE

This document is a joint effort between representatives of the HAC Operator membership (“Operators”) and some of the Government Agencies who are Associate and Individual HAC members (“Customers”) involved in forestry flying, in particular fire suppression activities. This Working Group was formed to address the HAC Operator member’s concern that the current fixed hourly requirement by Customers is a very imprecise measure of a pilot’s ability, which makes it difficult to introduce competent pilots into forestry’s fire fighting activities. Customers found that the fixed hourly requirement was the best tool available to assess competence of pilots. All parties agreed that there had to be a refining of the criteria for assessing pilots’ ability.

It was also agreed that a mentorship program based on achieving a level of competency through training is necessary industry wide. We must build a succession program in order to develop pilot skills faster and provide a better alternative to the current fixed hourly requirements. It is hoped that this proposal will be embraced by all HAC member companies, all Customers and ultimately be expanded to address other customer’s needs.

Fire Fighting is a unique high pressure environment with constantly changing operating conditions. This Working Group identified the areas with the greatest exposure and risk where a higher level of pilot competency is desirable; then developed eight Industry Best Practices required to operate in these circumstances.

These Fire Fighting – Industry Best Practices will greatly assist Operators in the development of their Safety Management System.

By way of numerous tele-conferences, it was decided that a list of Fire Fighting -Industry Best Practices that are expected of pilots by the Customers as well as definition of competencies for those skills should be developed in a collaborative workshop environment.

At this meeting it was agreed that:

o The Customers need to be assured of the minimum general competency of pilots is that of PPC. Advanced competencies in skills not specifically evaluated on the PPC are required for the risks associated with fire fighting activity. Many of these advanced skills will be common to all operations but it was recognized that some of the required skills will vary between Customers depending on factors such as operating terrain and type of fire fighting activity.

o Human factors and Pilot Decision Making are major aspects of all of the competencies. Training must have a strong component of decision making.

o Operators must know what competencies are expected of their pilots and to what standard of competency they are expected to train.

o A definition of Fire Fighting – Industry Best Practices should be developed after appropriate consultation. This would be a HAC document; which the Customers would adopt as their standard expectations. The document would be publicly available as Fire Fighting - Industry Best Practices. This document would be the standard for Operators to use to ensure their pilots meet the competency expectations of the Customers.

o The evaluation of the competencies would be left to the Operators. The Operator will certify their pilots’ competency and be held accountable to the Customers for discrepancies.

o The Operators are to develop effective evaluation procedures which clearly demonstrate pilot competency for the required knowledge and skill based Fire Fighting - Industry Best Practices.

o Web Air was the suggested vehicle to house the pilot competency record. This makes it a “one stop shopping” record for numerous Customers that require access to this information. It relieves the Operators of the burden of submitting the same data to numerous Customers. It also becomes interchangeable between Customers and Operators. Each Customer would be able to indicate their specific requirements from the skill set list.

GENERAL

The purpose of this document is to promote effective helicopter operations in wildfire management. The information contained within this document should be viewed as recommended Fire Fighting – Industry Best Practices.

The Fire Fighting – Industry Best Practices outlined in this document are standards that pilots shall meet prior to being dispatched to work in wildfire management. Pilots shall be trained in accordance with their companies training syllabus which shall outline the specifics to be taught for each skill. A check / evaluation is to be conducted for each skill annually by company Chief Pilot or his/her delegate. Skills may be evaluated concurrently.

Each skill is described beginning with the Aim of the training competency followed by the Industry Best Practice. An evaluation example is included at the end of this document to help define “Basic” and “Advanced” skill levels. (The evaluation Standard is based on the 4 point marking scale from “PPC and Aircraft flight test guide”)

The list of eight skill sets is as follows:

1. General Knowledge

2. Mountain Flying

3. External Load – Short Line (horizontal reference), Long Line (vertical reference), Precision Load Placement, Water Bucketing / Tanking

4. Class D External Loads

5. Aerial Ignition Device (AID) and Drip Torching

6. Hover Exit

7. Confined Area Operations

8. Low Visibility Flight

1. GENERAL KNOWLEDGE

o Aim

Demonstrate and evaluate through on-line or computer based training & examination, an adequate knowledge of subjects associated with wildfire management.

o Industry Best Practice

The Customers, under the auspices of the Canadian Inter-Agency Forest Fire Centre, are committed to developing a course that would provide pilots with a basic understanding of wildfire operations. This training would cover topics such as

· The Incident Command System;

· Wildfire Air Operations; Bucket/Tank use

· Fire-line Terminology

· Fire Behaviour; Fuel Types, Fire Rank, Fire Weather

· Fire Airspace and Traffic Coordination

It is expected that considering the complex nature of wildfire operations, the pilot will be completely conversant with the programming of their radios and GPS in the field.

2. MOUNTAIN FLYING

o Aim

Demonstrate the pilot’s knowledge and practical skills of flying in mountainous environment, while using sound judgment and ensuring safety of flight.

o Industry Best Practice

The company certifies the pilot has met the standard for mountain flying through an approved Mountain Course that utilizes HAC Mountain Flying Training Guidelines.

http://www.h-a-c.ca/hacMountainTrainingGuidlines.pdf (see Appendix “A”)

3. EXTERNAL LOAD

o Aim

Demonstrate a pilots understanding of and competency at External Load operations. Specifically, to develop and evaluate a pilot’s theoretical and practical knowledge of rigging various loads. Also, to evaluate practical skills at flying loads with precision placement on both short and long lines utilizing horizontal and vertical reference. The pilot shall demonstrate the competency for weight/balance control and performance planning.

o Industry Best Practice

· Short Line / Horizontal reference

The helicopter in ground effect and, primary flight reference is to the horizon.

A test load (Load which gets the aircraft within 20% of the Max TOGW) is to be lifted from the ground without the load being dragged or swung, then flown for a circuit at appropriate airspeed for the load, or Vne, then placed back on the ground with in a predetermined 10ft x 10ft (3m x3m) area, while maintaining smooth coordinated flight. This exercise must be repeatable on the initial evaluation 4/5 times with tolerance of +- 5ft (1.5m) on the target area, and zero tolerance for load placement velocity. (Gently place load on target)

· Long Line / Vertical reference

The helicopter is out of ground effect, line length is 50 ft (15m) or greater, and the primary flight reference is vertical reference.

A test load (Load which gets the aircraft within 20% of the Max HOGE) is to be lifted from the ground without the load being dragged or swung, then flown for a circuit at appropriate airspeed for the load or Vne, then placed back on the ground with in a predetermined 10ft x 10ft (3m x 3m) area, while maintaining smooth coordinated flight. This exercise must be repeatable on the initial evaluation 4/5 times with a tolerance of +- 5ft (1.5m) on the target area, and zero tolerance for load placement velocity. (Gently place load on target)

3. EXTERNAL LOAD – cont’d

· Precision Load Placement

A test load to be held on the end of a long line, 100 ft (30m) in length or longer, over a predetermined 3ft x 3ft (0.9m x 0.9m) area at a height of 3-4ft (0.9m-1.2m) AGL, for 30 seconds while maintaining smooth coordinated control. The tolerance is 1ft³ (0.3m³)

· Water Bucketing / Tanking

Ensure competency of snorkel fill procedures for both, tank and bucket from a fixed source; either a tank or bladder as appropriate.

Evaluate accuracy of spot drops; where 80% of the water falls vertically within a predetermined 10ft x 10ft (3m x 3m) area. This exercise must be repeatable 4/5 times. Evaluate accuracy of line/string drops where the line is tied together by 4/5 drops.

4. CLASS D EXTERNAL LOAD

o Aim

Demonstrate and evaluate the pilot’s theoretical understanding and practical skill at conducting Class D External Load operations.

o Industry Best Practice

Pilots shall meet Industry Best Practice for Precision Long Line, Hover Exit, and Mountain Flying. (If applicable). Pilots conducting Class D operations are required to meet the standards prescribed by Operators approved Class D - training program, as outlined in the Company Operations Manual and S.O.P’s if applicable. And, shall comply with, and be competent with all requirements as set out in CAR 702.21, and 722.21 and CASS 722.76, (6), (a) & (c) (See Appendix “B”)

5. HOVER EXIT

o Aim

Ensure competency in Hover Exit operations as outlined in the Operators Company Operations Manual and applicable Customer training procedures manual.

o Industry Best Practice

Ensure pilots competency at Hover Emplaning / Deplaning operations while in a 3 ft (0.9m) hover, with one skid in contact with the ground, and with the aircraft toed in, while maintaining smooth coordinated control. Ensure theoretical knowledge of procedures and limitations for Hover Exit operations as set out in Operators Company Operations Manual; in particular fire-crew briefing prior to conducting Hover Exit maneuvers. Ensure competence with all requirements as set out in CAR 702.19, and CASS 722.19. (See Appendix “C”)

6. AERIAL IGNITION DEVICE (AID) AND DRIP TORCHING

o Aim

To ensure that pilots have the required practical knowledge to safely assemble and operate the Aerial Ignition Device and/or Drip Torch, and are able to use the equipment in accordance with the fire ignition plan.

o Industry Best Practice

Pilots shall meet Industry Best Practice for Short Line operations prior to conducting Aerial Ignition operations.

Evaluate competency in assembly, ground testing, in-flight operation and emergency procedures for the specific AID / Drip Torch to be used. Pilot shall successfully complete and be evaluated on ground school which includes the following topics:

· Knowledge of, and the safe handling procedures of the combustible mixture used.

· Personnel protective equipment to be used.

· A theoretical and practical understanding of how the AID /Drip Torch operates.

· Complete pre-flight briefing with equipment operator.

Pilots shall be able to assess the fire ignition plan and flight path in relation to the burn; against the specific aircraft operating limitations.

* with the exception of competency in Short Line operations, the competencies and knowledge for the AID and Drip Torch may be achieved on site.

7. CONFINED AREA OPERATIONS

o Aim

Determine a pilots understanding and skill in Confined Area Operations, by ensuring competency at confined area reconnaissance, steep approach procedures, precision hover exercises, max performance take off profiles, and rejected take off procedures. Assessment of constructed helipad structures including factors that may result in the rejection of a helipad.

o Industry Best Practice

Evaluate accuracy of confined area reconnaissance utilizing the 6 – S procedures, and eye level pass if applicable. Confirm the pilot uses sound judgment and Pilot Decision making skills during the reconnaissance portion, and evaluate early recognition of main rotor and tail rotor clearance.

Evaluate pilots’ ability at performing a steep approach procedure as outlined in Operators training syllabus, with emphasis on theoretical understanding of Ground Effect and Translational Lift and the effects of each on rotorcraft performance.

Evaluate pilots’ skill at precision hover techniques including turns around the mast, nose, and tail while maintaining smooth coordinated control. Evaluate skills at max performance take off and rejected take off procedures as outlined in the Operators training syllabus.

8. LOW VISIBILTY OPERATIONS

o Aim

To evaluate pilot competency during flight in Low Visibility situations; including flight down to ½ mile (0.8 km) flight visibility.

o Industry Best Practice

Ensure pilot competency in performing maneuvers as outlined in Operators training syllabus and Company Operations Manual for reduced VFR visibility limits of ½ nm. Ensure competency in flight maneuvers at company approved minimum airspeed. Tolerances on flight maneuvers of +- 100 ft (30m) on altitude, and +- 5° heading (roll out), while maintaining smooth coordinated flight and utilizing appropriate cockpit scan. Ensure compliance with requirements as outlined in CAR 702.17 and CASS 722.17(2) (See Appendix “D”)

EVALUATION PROTOCOL

Each of the eight skill sets is to be evaluated by a 4 point marking scale. (Using the 4 point marking scale in use by Transport Canada to evaluate PPC standards)

§ Basic skill level is awarded to a pilot for grading “2” – Basic standard on the evaluation standard scale.

§ Advanced skill level is awarded to a pilot for grading “3” – Standard or “4” – Above standard on the evaluation standard scale.

§ Scoring a “1” – Below standard on a skill for which performance standards apply will temporarily disqualify the pilot from working in wildfire management, until such time as the appropriate amount of prescribed training has taken place to elevate the pilot’s evaluation on the particular skill to at least Basic skill level.

When applying the 4-point scale, award the mark that best describes the weakest element(s) applicable to the candidate’s performance. Remarks to support mark awards 1 or 2 must link to a safety issue, a qualification standard, or an approved technique or procedure.

4	Above Standard	Performance remains well within the qualification standards and flight management skills are excellent.	- Performance is ideal under existing conditions. - Aircraft handling is smooth and precise (i.e. Well within limits). - Technical skills and knowledge exceed the required level of competency. - Behavior indicates continuous and highly accurate situational awareness. - Flight management skills are excellent. - Safety of flight is assured. Risk is well mitigated.
3	Standard	Minor deviations from the qualification standards occur and performance remains within prescribed limits.	- Performance meets the recognized standard yet may include deviations that do not detract from the overall performance. - Aircraft handling is positive and within specified limits. - Technical skills and knowledge meet the require level of competency. - Behavior indicates that situational awareness is maintained. - Flight management skills are effective. - Safety of flight is maintained. Risk is acceptably mitigated.
2	Basic Standard	Major deviations from the qualification standards occur, which may include momentary excursions beyond prescribed limits but these are recognized and corrected in a timely manner.	- Performance includes deviations that detract from the overall performance but are recognized and corrected within an acceptable time frame. - Aircraft handling is performed with limited proficiency and /or includes momentary deviations from specified limits. - Technical skills and knowledge reveal limited technical proficiency and /or depth of knowledge. - Behavior indicates lapse in situational awareness that are identified and corrected by the pilot/crew. - Flight management skills are effective but slightly below standard. Where applicable, some items are only addressed when challenged or prompted by other crewmembers. - Safety of flight is not compromised. Risk is poorly mitigated.
1	Below Standard	Unacceptable deviations from the qualification standards occur, which may include excursions beyond prescribed limits that are not recognized or corrected in a timely manner.	- Performance includes deviations that adversely affect the overall performance, are repeated, have excessive amplitude, or for which recognition and correction are excessively slow or nonexistent, or the aim of the task was not achieved. - Aircraft handling is rough or includes uncorrected or excessive deviations from specified limits. - Technical skills and knowledge reveal unacceptable levels of technical proficiency and /or depth of knowledge. - Behavior indicates lapses in situational awareness that are not identified or corrected by the pilot/crew. - Flight management skills are ineffective, unless continuously challenged or prompted by other crewmembers. - Safety of flight is compromised. Risk is unacceptably mitigated.

APPENDIX “A”

Mountain Flying Training Guidelines

The following are the HAC recommended guidelines for Mountain Flying

Training. Since operational parameters of mountain flying vary considerably from

one operation to another, these guidelines do not purport to be complete nor are

they universally applicable.

Individual operators remain responsible for tailoring their company policies and

training methodology used to achieve these training objectives, to the experience

and aptitude of individual pilots, the type of equipment operated, the prevailing

geographical and climatic conditions of the local operational environment and

other particulars, proper to each operator and/or the local training environment.

The ensuing training program may be incorporated into the air operator’s

operations manual. Also, to facilitate field verification of pilot competency, the

chief pilot or his delegate may wish to certify initial and recurrent Mountain Flying

Training in the pilot’s log book.

Mountain Flying Initial Training Criteria

! Ground School should address:

- Topography and formations

- Weather and wind

- Density altitude vs helicopter performance

- Reconnaissance, approach and departure techniques

(side hill pads, mountain top sites and operations from ridges)

- Hazards and illusions

- Physiological and psychological factors

! Flying training should assure competency in:*

- Emergency procedures

- Precision handling techniques

- Confined area operations

- Illusion recognition techniques

- Reconnaissance, approach and departure techniques

(side hill pads, mountain top sites and operations from ridges)

(Mountain Flying Training Guidelines)

APPENDIX “A” – cont’d

(Flying training should assure competency in: cont’d)

- Slinging operations

- Wind effects

- Snow operations

- Contour flying

Mountain Flying Recurrent Training Criteria

! Recurrent Ground School should review:

- Density altitude vs helicopter performance

- Reconnaissance, approach and departure techniques

(side hill pads, mountain top sites and operations from ridges)

- Hazards and illusions

- Physiological and psychological factors

! Recurrent flying training should assure continued competency in:

- Emergency procedures

- Confined area operations

- Reconnaissance, approach and departure techniques

(side hill pads, mountain top sites, and operations from ridges)

* HAC opposes the imposition an arbitrary minimum number of hours to be

flown in the process of reaching a specific standard of competency.

However, certain customers insist on such arbitrary constraints: for

example, the BC Government Forest Service requires a minimum of 20

hours initial Mountain Flying Training.

APPENDIX “B”

Helicopter Class D External Loads

702.21 (1) Subject to subsection (2), no air operator shall operate a helicopter to carry a helicopter Class D external load unless

(a) the helicopter is a multi-engined helicopter that meets the transport category engine-isolation requirements of Chapter 529 of the Airworthiness Manual and that is capable of hovering with one engine inoperative at the existing weight and altitude;

(b) the air operator is authorized to do so in its air operator certificate; and

(2) An air operator may operate a helicopter other than a helicopter described in paragraph (1)(a) to carry a helicopter Class D external load if the air operator

(a) is authorized to do so in its air operator certificate; and

(b) complies with the Commercial Air Service Standards.

722.21 Helicopter Class D External Loads

(1) The standards for authorization to operate a helicopter to carry a Class D helicopter external load are:

(a) the helicopter is equipped to permit direct radio intercommunication among crew members;

(b) the personnel carrying device is airworthiness approved for the carriage of human external loads;

(d) the air operator has applicable one engine inoperative performance charts for the operating weight and density altitude at which the Class D external load operation is to be conducted. Performance charts may take account of windspeed providing windspeed is 10 knots or more;

(e) the air operator's Company Operations Manual includes operational
APPENDIX “B” – cont’d

requirements, operational procedures and air operator employee qualification and training requirements.

(2) The standards for authorization to operate a helicopter to carry a Class D helicopter external load using a single-engine helicopter or a multi-engine helicopter unable to comply with one engine inoperative requirements are:

(a) where the load does not extend below the landing gear:

(i) the helicopter is equipped to permit direct electronic or visual communication among crew members; (amended 1998/09/01; previous version)

(ii) the personnel carrying device is airworthiness approved for the carriage of human external loads;

(iii) the helicopter is turbine powered and equipped, where approved for the type, with an auto-ignition system and a detector system to warn flight crew members of excessive ferrous material in the engine(s);

(iv) only flight crew members and persons essential during flight are carried; and

(v) the air operator's Company Operations Manual includes operational requirements, operational procedures and air operator employee qualification and training requirements;

(b) where the load extends below the landing gear:

(i) the helicopter is equipped to permit direct radio intercommunication among crew members;

(ii) the personnel carrying device is airworthiness approved for the carriage of human external loads;

(iii) the load is jettisonable;

(iv) the helicopter is turbine powered and equipped, where approved for the type, with an auto-ignition system and a detector system to warn flight crew members of excessive ferrous material in the engine(s);
APPENDIX “B” – cont’d

(v) only flight crew members and persons essential during flight are carried;

(vi) persons are transported externally between geographical points only to the nearest suitable landing site;

(vii) the authorization is for the purpose of law enforcement operations, forest fire suppression operations, urban fire fighting operations or rescue operations;

(viii) the air operator has a formal written agreement from the user of the service and the agreement stipulates that only suitably trained and qualified persons will be assigned; and

(ix) the air operator's Company Operations Manual includes operational requirements, operational procedures and air operator employee qualification and training requirements.

(3) Authorization may be granted for deviation from the standards of 722.21(1) and (2) for the Production of Commercial Motion Pictures and Television filming provided:

(a) the aircraft is operated within approved limitations;

(b) a co-ordinated plan for each complete operation is developed;

(d) only flight crew members and persons essential during flight are carried.

(4) Where helicopter Class D External Load Operations are to be conducted for the purpose of providing a rescue service the following standards shall apply.

(a) Pilot Experience

Pilots-in-command for rescue service operations shall have achieved:

(i) at least 2,000 hours total helicopter pilot flight time;

(ii) at least 200 hours on the aircraft type which the pilot is to fly on initial assignment to rescue operations and at least 25 hours on types to be used thereafter;
APPENDIX “B” – cont’d

(iii) at least 1,000 hours experience in the operational area if rescue services are to be conducted in Designated Mountainous Areas 1 or 2 as defined in the Designated Airspace Handbook (TP 1820); and

(iv) have completed training for Class D load operations in accordance with section 722.76.

(b) Rescue Service Operations Control

A close working relationship is required between the air operator and the emergency response user organization to ensure coordinated proficiency and mission safety. Terms of reference shall be documented in a written agreement and will define the following:

(i) responsibility of pilot-in-command and rescue specialist(s);

(ii) required operational capabilities and scope of operation;

(iii) coordinated rescue mission standard operating procedures;

(iv) mission authorization and control process, including communication procedures; and

(v) coordinated air operator and emergency response user agency training program on at least an annual basis.

722.76 Training Program

(6) Aerial Work Training

(a) Pilot training shall be provided where the aerial work requires particular flight manoeuvres, aircraft performance considerations or knowledge of equipment to safely conduct the operation.

Training shall include, as applicable:

(i) training related to contents and requirements of flight manual supplements or airworthiness approvals;

(ii) pre-flight inspection requirements of aerial work equipment;
APPENDIX “B” – cont’d

(iii) procedures for handling malfunctions and emergencies related to the aerial work equipment;

(iv) operational preparation procedures related to reconnaissance of aerial work areas before low level flight operations;

(v) operational restrictions; and

(vi) flight training and practice in required flight manoeuvres.

An approved initial and annual recurrent training program is required for pilots assigned to Class D External Load Operations. The training program shall include:

(i) instruction on the applicable flight manual supplement or airworthiness approvals, including weight and balance calculation procedures, method of loading, rigging and attaching the external load and pre-flight procedures;

(ii) instruction on operational requirements, including calculation of one engine inoperative performance as applicable, co-ordination communications procedures and operational restrictions;

(iii) steps to be taken before commencing Class D load operations, including flight and ground crew briefings and instructions and pre-flight inspection requirements; and

(iv) flight training with representative Class D loads including, as applicable to the load attachment configuration:

(A) precision hovering in and out of ground effect, including vertical reference manoeuvring;

(B) pick-up, departure, approach and delivery of Class D loads;

APPENDIX “C”

Entering or Leaving a Helicopter in Flight

702.19 For the purposes of paragraph 602.25(2)(b), the pilot-in-command of a helicopter may permit a person to enter or leave the helicopter in flight

(a) where

(i) the helicopter is operated at a low hover,

(ii) the person is able to enter directly from or alight directly onto the supporting surface,

(iii) the air operator is authorized to do so in its air operator certificate, and

(iv) the air operator complies with the Commercial Air Service Standards; or

(b) where

(i) the helicopter is operated to enable hoisting or rappelling, and

(ii) the air operator complies with Section 702.21.

722.19 Entering or Leaving a Helicopter in Flight

Authorization to permit a person to enter or leave a helicopter in flight other than by external load attaching means is subject to the following standards:

(a) operations are conducted under day VFR conditions while the helicopter maintains a stabilized hover;

(b) the longitudinal and lateral centre of gravity shall be calculated for embarking and disembarking operations and shall not exceed the limitations of the applicable flight manual. The operating weight shall be calculated and shall not exceed the applicable weight/attitude/temperature (WAT) hover performance charts for the helicopter type and configuration at the operating altitude;

APPENDIX “C” – cont’d

(d) crew members shall be trained in accordance with section 722.76 of the Commercial Air Services Standards;

(e) any equipment or cargo to be loaded or unloaded shall be secured to prevent shifting in flight except during loading and unloading. Cargo or equipment shall not be loaded or unloaded from a baggage compartment remote from the main cabin unless the applicable centre of gravity calculation is completed and cargo handlers have been instructed on procedures; and

(f) the air operator's Company Operations Manual content includes embarking and disembarking operational procedures, briefing procedures and crew member training requirements.

APPENDIX “D”

VFR Flight Minimum Flight Visibility - Uncontrolled Airspace

702.17 (1) Where an aeroplane is operated in day VFR flight within uncontrolled airspace at less than 1,000 feet AGL, a person may, for the purposes of subparagraph 602.115(c)(i), operate the aeroplane when flight visibility is less than two miles if the person

(a) is authorized to do so in an air operator certificate; and

(b) complies with the Commercial Air Service Standards.

(2) Where a helicopter is operated in day VFR flight within uncontrolled airspace at less than 1,000 feet AGL, a person may, for the purposes of subparagraph 602.115(d)(i), operate the helicopter when flight visibility is less than one mile if the person

(a) is authorized to do so in an air operator certificate; and

722.17 VFR Flight Minimum Flight Visibility - Uncontrolled Airspace

2) Helicopters

The standard for reduced VFR visibility limits of one half mile in uncontrolled airspace for helicopters is as follows:

(a) Pilot Experience

Before conducting operations in reduced visibility, pilots shall have achieved at least 500 hours of pilot-in-command experience in helicopters. (amended 1998/09/01; previous version)

(b) Airspeed for Operation in Reduced Visibility (amended 1998/09/01; previous version)

Helicopters shall be operated at a reduced air speed that will provide the pilot-in-command adequate opportunity to see and avoid obstacles.

The pilot shall receive training as follows: (amended 2000/12/01; previous version)
APPENDIX “D” – cont’d

(i) initially and every three years thereafter, pilot decision making training which shall include the following topics: (amended 2000/12/01; previous version)

(A) the decision making process, including modules on factors which affect good judgement; (amended 2000/12/01; previous version)

(B) human performance factors, including modules on physical, psychological and, physiological phenomena and limitations; and (amended 2000/12/01; previous version)

(ii) initial and annual recurrent flight training in procedures specified in the Company Operations Manual for operations in reduced visibility. (amended 1998/09/01; previous version)

(d) Company Operations Manual (amended 1998/09/01; previous version)

The Company Operations Manual shall contain low visibility operational procedures and pilot decision making considerations for operation in visibility conditions of less than one mile which shall include, but not be limited to:

(i) gross weight;

(ii) wind;

(iii) weather;

(iv) route / terrain;

(v) time of day;

(vi) communications; and

(vii) the potential for white-out.