mgo-a manual general de operaciones

ToC CH 1 CH 2 CH 3 CH 4 CH 5 Glossary S92

Manual General de Operaciones

SISTEMA DE GESTIÓN DE LA CALIDAD

MGO-AAbril / 2021

Ed. /Eda: 3 / 6 Heliservicio, S. A. de C. V. of 146

Anexo 6 – S92 Operaciones

Preface

The S-92 Operations Manual (Annex 6) was developed to serve as a single point reference for policies and procedures governing Heliservicio’s flight operations. Safety, Quality, Efficiency, and Customer service are Heliservicio core values and are key to defining successful operations. The use of this Manual is limited to the employees of Heliservicio and applies to both domestic and foreign operations.

This manual identifies key flight operational positions, their associated duties, and areas of responsibilities. It provides firm guidelines to enable all company personnel to carry out their assigned duties and responsibilities in accordance with company policies and AFAC regulations. It covers all Passenger, Medical Evacuation (MEDEVAC), and Search and Rescue (SAR) S-92 flight operations.

It was developed from the best practices and procedures in use by other Customer approved Passenger, SAR, and MEDEVAC operations in other countries. Heliservicio is adopting these procedures to mitigate the risks inherent in starting up several new aspects of its operations. These include the introduction of a new aircraft type, IFR operations Offshore, Limited SAR Operations, and Night MEDEVAC operations.

The manual provides the guidance all S-92 flight crews require to carry out their assigned duties and responsibilities in accordance with company policies, approved training, AFAC regulations, and Customer policies. Where policies differ, the most restrictive of the policies has been applied.

Any deviations to the policies and procedures contained herein, must be approved by the Manual Authority unless stated otherwise.

Authorized AFAC personnel shall have unrestricted access at any time or place to conduct inspections or tests (including enroute inspections) to verify our compliance with the Ley de Aviación Civil Mexicana and Heliservicio Operations Specifications.

Manual Authority

The Director of Operations is the Manual Authority of the GOM and is responsible for maintaining the overall effectiveness and currency of the Manual. The Manual Authority has the authority to establish and modify the policies, procedures, instructions, and information associated with this manual.

The GOM must not be contrary to any applicable federal regulations, foreign regulations applicable to Heliservicio’s foreign countries, or operating certificate or Operations Specifications.

Manual Custodian

The Manual Authority has authorized the Base Manager to act as custodian for this manual. The Manual Custodian will be the subject matter expert responsible for the continuing efforts of keeping the manual current and compliant with both internal and external mandatory requirements by collecting revision proposals, external documentation and other related matters and transforming these improvements into revisions. All revisions will be presented to the Manual Authority for approval and subsequent distribution.

Distribution and Availability

A copy of this manual will be assigned to each individual as determined by the Manual Authority. A copy of this manual shall be maintained at the Heliservicio document library.

All manual holders are required to verify their manuals are up to date with the current revisions.




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Revisions

The Manual Authority is responsible for approval of all revised material. The individual to whom the manual is assigned is responsible to incorporate, maintain, and log all revisions. Each manual holder is required to acknowledge receipt of document revisions, Flight Operations Notices, and the required manual materials through either paper receipt or electronic means. A list of current revisions and Temporary Revisions are available with the Base Manager.

Recommendations for changes or corrections to this manual should be forwarded to the Manual Custodian.

Change Recommendations

The Manual Authority is responsible for determining if a change recommendation is of an urgent or routine nature. Urgent changes are required to correct potentially unsafe procedures or create new procedures necessary for the operation of new equipment or new operations. Routine changes are required to correct typographical errors or restate an existing procedure for clarity and do not affect safety.

Recommendations of an urgent nature will be handled as expeditiously as possible. After consulting with the Manual Authority, Manual Custodian, and other management as needed, the Manual Authority will issue the new procedures in the form of a Flight Operations Notice.

Flight Operations Notice

Information of an urgent nature, such as safety of flight items which amend or add procedures, will be distributed immediately in the form of a FON. FONs will contain incorporation instructions as to placement within the manual. Once issued, these FONs become part of the manual.

The manual holder is responsible for the incorporation of FONs, including the FON checklist. Upon receipt of a FON, the manual holder shall complete the receipt of document form through either paper receipt or electronic means.

Place the “Current Flight Operations Notice Checklist” after the Record of Revisions page. A current checklist will be issued with each new FON. All pilots shall acknowledge receipt of FON through either paper receipt or electronic means. This action signifies that they have read and understood the information contained in the FON.

The contents of a FON shall be included in regular base safety briefings for 28 days from its effective date.




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Record of Revisions

Revision Number Effective Date Date Entered Entered By

Initial 17 Apr 2021




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Table Of Contents

PREFACE ........................................................................................................................................................................................ 1

MANUAL AUTHORITY .................................................................................................................................................................... 1

MANUAL CUSTODIAN .................................................................................................................................................................... 1

DISTRIBUTION AND AVAILABILITY ................................................................................................................................................. 1

REVISIONS ..................................................................................................................................................................................... 2

CHANGE RECOMMENDATIONS ...................................................................................................................................................... 2

FLIGHT OPERATIONS NOTICE ......................................................................................................................................................... 2

RECORD OF REVISIONS .................................................................................................................................................................. 3

TABLE OF CONTENTS ..................................................................................................................................................................... 4

1.1 OPERATIONAL CONTROL ................................................................................................................................................. 18

1.1.1 OPERATIONAL CONTROL PROCEDURES ........................................................................................................................... 18

1.2 COMPANY PERSONNEL ................................................................................................................................................... 19

1.2.1 BASE MANAGER .............................................................................................................................................................. 19

1.2.1.1 DUTIES AND RESPONSIBILITIES .................................................................................................................................... 19

1.2.2 EXPAT INSTRUCTOR PILOT/LINE TRAINING CAPTAIN........................................................................................................ 19


1.2.3 MANAGER, LINE ACTIVITY MONITORING PROGRAM (LAMP) ........................................................................................... 20


1.3 AIRWORTHINESS AND MAINTENANCE ............................................................................................................................. 20

1.3.1 DETERMINING AIRWORTHINESS ...................................................................................................................................... 20

1.3.2 DAILY INSPECTION .......................................................................................................................................................... 21

1.3.3 AIRCRAFT ENGINEERING LOG CHECK ............................................................................................................................... 21

1.3.4 REQUIRED ITEMS CHECK.................................................................................................................................................. 21

1.3.4.1 ADDITIONAL ITEMS REQUIRED .................................................................................................................................... 22

1.3.5 PREFLIGHT ...................................................................................................................................................................... 22

1.3.5.1 PREFLIGHT – FUEL ....................................................................................................................................................... 22

1.3.5.2 QUALITY ASSURANCE .................................................................................................................................................. 22

1.3.5.3 AIRCRAFT PREFLIGHT .................................................................................................................................................. 22

1.3.6 REPORTING MECHANICAL IRREGULARITIES ..................................................................................................................... 22

1.3.7 MAINTENANCE CORRECTIVE ACTION ............................................................................................................................... 23

1.3.8 AIRWORTHINESS RELEASE ............................................................................................................................................... 23

1.3.8.1 TABLE 6 – AIRWORTHINESS RELEASE ........................................................................................................................... 23

1.3.9 MAINTENANCE CHECK FLIGHTS (MCF) ............................................................................................................................. 23

1.3.9.1 MCF RISK ASSESSMENT FORM ..................................................................................................................................... 24

1.3.10 MINIMUM EQUIPMENT LIST PROGRAM ...................................................................................................................... 25




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1.3.11 MAINTENANCE AWAY FROM HELISERVICIO ................................................................................................................. 25

1.3.12 NAVDATA CARD INSTALLATION ................................................................................................................................... 26

1.4 AIRMAN .......................................................................................................................................................................... 26

1.4.1 PIC RESPONSIBILITY AND AUTHORITY .............................................................................................................................. 26

1.4.1.1 PIC RESPONSIBILITY .................................................................................................................................................... 26

1.4.1.2 PIC AUTHORITY ........................................................................................................................................................... 26

1.4.2 IDENTIFICATION AND CERTIFICATES ................................................................................................................................ 26

1.4.2.1 PILOT CERTIFICATE ...................................................................................................................................................... 26

1.4.2.2 MEDICAL CERTIFICATE ................................................................................................................................................. 26

1.4.3 ALCOHOL AND DRUG, BLOOD DONATION AND SCUBA DIVING POLICIES .......................................................................... 26

1.4.4 PILOT LOGBOOKS ............................................................................................................................................................ 26

1.4.5 FLIGHT TIME ................................................................................................................................................................... 27

1.4.5.1 DUTY AND FLIGHT TIME PROCEDURES ......................................................................................................................... 27

1.4.6 TRAINING ........................................................................................................................................................................ 27

1.4.6.1 FLIGHT TRAINING ........................................................................................................................................................ 27

1.4.6.2 RECURRENT TRAINING ................................................................................................................................................ 27

1.4.6.3 PILOT QUALIFICATION / COMPETENCY CHECK ............................................................................................................. 27

1.4.7 BRIEFING – 90 DAY .......................................................................................................................................................... 28

1.4.8 PILOT IN COMMAND QUALIFICATION .............................................................................................................................. 28

1.4.8.1 RECENT EXPERIENCE ................................................................................................................................................... 28

1.4.8.2 RECENT EXPERIENCE – NIGHT ...................................................................................................................................... 28

1.4.8.3 RECENT EXPERIENCE – NIGHT OFFSHORE ..................................................................................................................... 29

1.4.8.4 LINE CHECK ................................................................................................................................................................. 29

1.4.9 PILOT IN COMMAND UNDER IFR QUALIFICATION ............................................................................................................ 29

1.4.9.1 INSTRUMENT PROFICIENCY CHECK (IPC) ...................................................................................................................... 29

1.4.10 SECOND IN COMMAND QUALIFICATION ...................................................................................................................... 29

1.4.10.1 RECENT IFR EXPERIENCE .......................................................................................................................................... 29

1.4.10.2 INSTRUMENT COMPETENCY CHECK ......................................................................................................................... 29

1.4.11 GRACE PROVISIONS .................................................................................................................................................... 29

1.4.12 CHECKS CONDUCTED IN AN APPROVED SIMULATOR OR FLIGHT TRAINING DEVICE ...................................................... 30

1.4.13 REPOSITION / MAINTENANCE CHECK FLIGHTS ............................................................................................................. 30

1.4.14 RECENCY CHECKS AFTER ABSENCE ............................................................................................................................... 30

1.5 FLIGHT OPERATIONS ....................................................................................................................................................... 30

1.5.1 DROPPING OF OBJECTS ................................................................................................................................................... 30

1.5.2 PORTABLE ELECTRONIC DEVICES (PEDS) .......................................................................................................................... 31

1.5.2.1 CREW USE OF PED'S .................................................................................................................................................... 31




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1.5.2.2 PASSENGER USE OF PED'S ........................................................................................................................................... 31

1.5.3 CARRIAGE OF DRUGS ...................................................................................................................................................... 32

1.5.4 AFAC ADMISSION ............................................................................................................................................................ 32

1.5.5 PROHIBITION AGAINST CARRIAGE OF WEAPONS ............................................................................................................. 32

1.5.6 PASSENGERS AND CARGO ............................................................................................................................................... 32

1.5.6.1 AUTHORIZED PASSENGERS .......................................................................................................................................... 32

1.5.6.2 PASSENGER CONTROL ................................................................................................................................................. 33

1.5.6.2.1 PASSENGERS ON RAMP ........................................................................................................................................... 33

1.5.6.2.2 PASSENGER LOADING AND UNLOADING ................................................................................................................. 33

1.5.6.3 CARRIAGE OF CARGO INCLUDING CARRY‐ON BAGGAGE .............................................................................................. 33

1.5.6.4 BRIEFING OF PASSENGERS ........................................................................................................................................... 34

1.5.6.5 USE OF SAFETY BELTS AND CHILD RESTRAINT SYSTEMS ............................................................................................... 35

1.5.7 RESTRICTED CATEGORY OPERATIONS .............................................................................................................................. 35

1.5.8 FLIGHT OVER CONGESTED AREAS .................................................................................................................................... 35

1.6 FLIGHT PLANS / FLIGHT LOCATING ................................................................................................................................... 36

1.6.1 FLIGHT PLANS ................................................................................................................................................................. 36

1.6.2 FLIGHT LOCATING ........................................................................................................................................................... 36

1.6.2.1 ENROUTE FLIGHT PLANS .............................................................................................................................................. 36

1.6.2.2 POSITION REPORTS ..................................................................................................................................................... 36

1.6.2.3 OVERDUE AIRCRAFT PROCEDURES .............................................................................................................................. 36

1.6.2.3.1 AIRCRAFT FIVE MINUTES OVERDUE ......................................................................................................................... 37

1.6.2.3.2 AIRCRAFT TEN MINUTES OVERDUE ......................................................................................................................... 37

1.6.3 ELECTRONIC FLIGHT BAG (EFB) PROCEDURES ................................................................................................................... 37

1.6.3.1 AUTHORIZATION ......................................................................................................................................................... 37

1.6.3.2 TRAINING.................................................................................................................................................................... 37

1.6.3.3 NORMAL PROCEDURES ............................................................................................................................................... 37

1.6.3.4 PILOT DUTY SYMBOL CODES ........................................................................................................................................ 39

1.6.3.5 ALTERNATE PROCEDURES ........................................................................................................................................... 39

1.7 PREFLIGHT DEPARTURE ................................................................................................................................................... 39

1.7.1 DOCUMENTATION .......................................................................................................................................................... 39

1.7.2 WEATHER REQUIREMENTS .............................................................................................................................................. 39

1.7.2.1 AUTHORIZED SOURCES ............................................................................................................................................... 39

1.7.2.2 WEATHER REPORTS AND FORECASTS .......................................................................................................................... 40

1.7.3 VFR: CEILING AND VISIBILITY REQUIREMENTS ................................................................................................................. 40

1.7.3.1 VFR HELICOPTER SURFACE REFERENCE ........................................................................................................................ 40

1.7.3.2 OVER LAND ................................................................................................................................................................. 40




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1.7.3.3 OVER WATER .............................................................................................................................................................. 41

1.7.3.4 NIGHT MINIMUMS – ALL AIRCRAFT/CREW COMBINATIONS ONSHORE & OFFSHORE: .................................................. 41

1.7.3.5 REDUCED VISIBILITY OPERATIONS ............................................................................................................................... 41

1.7.4 ENHANCED OPERATIONAL CONTROL ............................................................................................................................... 41

1.7.4.1 RESPONSIBILITIES ........................................................................................................................................................ 42

1.7.4.2 PROCEDURES .............................................................................................................................................................. 42

1.7.5 FUEL SUPPLY ................................................................................................................................................................... 42

1.7.5.1 VFR – OVERLAND AND OFFSHORE ............................................................................................................................... 42

1.7.5.2 OVER WATER – ALL AIRCRAFT – ROUND TRIP FUEL ...................................................................................................... 42

1.7.6 SPECIAL USE AIRSPACE .................................................................................................................................................... 42

1.7.7 HELISERVICIO NOTAMS ................................................................................................................................................... 42

1.7.8 BASE READING FILE / READ AND INITIAL BINDER ............................................................................................................. 42

1.7.9 FUELING .......................................................................................................................................................................... 43

1.7.9.1 ALL FUELING OPERATIONS .......................................................................................................................................... 43

1.7.9.2 HELICOPTER RAPID REFUELING PROCEDURES – HOT REFUELING .................................................................................. 43

1.8 ENROUTE ........................................................................................................................................................................ 43

1.8.1 OPERATING NEAR OTHER AIRCRAFT / FORMATION FLIGHTS ............................................................................................ 43

1.8.2 RESTRICTION OR SUSPENSION OF OPERATIONS ............................................................................................................... 43

1.9 ARRIVAL .......................................................................................................................................................................... 44

1.9.1 OBTAINING METEOROLOGICAL INFORMATION – MET DATA ............................................................................................ 44

1.10 BIRD STRIKE AVOIDANCE ................................................................................................................................................. 44

1.10.1 GENERAL INFORMATION ON BIRD STRIKES .................................................................................................................. 44

1.10.2 PRECAUTIONS ............................................................................................................................................................. 44

1.10.3 BIRD STRIKE MITIGATION ............................................................................................................................................ 44

1.10.4 BIRD STRIKE BOUNDARY/AVOIDANCE AREAS .............................................................................................................. 45

1.10.4.1 BIRD STRIKE AVOIDANCE AREA – TAMPICO ............................................................................................................. 46

1.10.4.2 BIRD STRIKE AVOIDANCE AREA – VERACRUZ ........................................................................................................... 46

1.10.5 POST BIRD STRIKE ACTIONS ......................................................................................................................................... 46

1.10.6 POST BIRD STRIKE REPORTING PROCEDURES ............................................................................................................... 47

1.10.6.1 TABLE 9 ‐ POST BIRD STRIKE PROCEDURES............................................................................................................... 47

1.11 REPORTS AND FORMS ..................................................................................................................................................... 48

1.11.1 MANIFESTS ................................................................................................................................................................. 48

1.11.2 ENGINEERING REPORT ................................................................................................................................................ 48

1.11.3 OCCURRENCE REPORT – REPORTE DE IRREGULARIDAD ................................................................................................ 49

CHAPTER 2. OFFSHORE OPERATIONS .................................................................................................................................... 50

2.1 GENERAL ......................................................................................................................................................................... 50




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2.1.1 HOURS OF OPERATION – MULTI‐ENGINE HELICOPTERS .................................................................................................... 50

2.2 PREFLIGHT/DEPARTURE .................................................................................................................................................. 50

2.2.1 VFR – CEILING AND VISIBILITY REQUIREMENTS ................................................................................................................ 50

2.2.2 WIND LIMITATIONS ......................................................................................................................................................... 50

2.2.3 PASSENGER LOADING AND UNLOADING ......................................................................................................................... 50

2.3 ENROUTE ........................................................................................................................................................................ 50

2.3.1 FLIGHT PLAN ................................................................................................................................................................... 50

2.3.2 ALTITUDES ...................................................................................................................................................................... 50

2.4 ARRIVAL .......................................................................................................................................................................... 50

2.4.1 HELIDECK OFFSHORE ....................................................................................................................................................... 50

2.4.1.1 HELIDECK GUIDE ......................................................................................................................................................... 50

2.4.1.2 LANDING DECK MARKING ........................................................................................................................................... 51

2.4.1.3 LANDING DECK SIZE .................................................................................................................................................... 51

2.4.1.3.1 FIGURE 1 – HELIDECK CATEGORY ............................................................................................................................. 52

2.4.1.3.2 UNRESTRICTED CATEGORY HELIDECK ...................................................................................................................... 52

2.4.1.3.3 RESTRICTED CATEGORY HELIDECK ........................................................................................................................... 52

2.4.1.4 FIGURE 2 – D‐VALUE HELIDECK SIZE GUIDE .................................................................................................................. 53

2.4.2 HELIDECK OPERATIONS ................................................................................................................................................... 53

2.4.2.1 USE OF WHEEL BRAKES ............................................................................................................................................... 53

2.4.2.2 VERIFICATION OF LANDING AREA ................................................................................................................................ 53

2.4.2.3 CRANES ....................................................................................................................................................................... 54

2.4.2.4 GREEN DECK PROCEDURE ............................................................................................................................................ 54

2.4.2.5 CLEAR DECK POLICY..................................................................................................................................................... 54

2.4.3 AVOIDING INGESTING OF GASES ..................................................................................................................................... 54

2.4.4 PERFORATING OPERATIONS ............................................................................................................................................ 54

2.4.5 VESSELS .......................................................................................................................................................................... 55

2.5 EMERGENCY PROCEDURES .............................................................................................................................................. 55

2.5.1 EMERGENCY EQUIPMENT ................................................................................................................................................ 55

2.5.2 LIFE VESTS ....................................................................................................................................................................... 55

2.5.3 LIFE RAFTS ...................................................................................................................................................................... 55

2.5.4 EMERGENCY KIT .............................................................................................................................................................. 55

2.5.5 PILOT'S LIFE VEST ............................................................................................................................................................ 55

2.5.6 PERSONAL LOCATOR BEACON ......................................................................................................................................... 55

2.5.7 EMERGENCY FORCED LANDING OVER WATER.................................................................................................................. 56

2.6 ENHANCED OPERATIONAL CONTROL PROCEDURES ......................................................................................................... 56

2.6.1 CONDITION CATEGORIES ................................................................................................................................................. 56




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2.6.1.1 CONDITION GREEN ...................................................................................................................................................... 56

2.6.1.2 CONDITION YELLOW ................................................................................................................................................... 57

2.6.1.3 CONDITION AMBER ..................................................................................................................................................... 57

2.6.1.4 CONDITION RED .......................................................................................................................................................... 58

CHAPTER 3. IFR OPERATING PROCEDURES ............................................................................................................................ 60

3.1 PREFLIGHT PLANNING/COCKPIT ORGANIZATION ............................................................................................................. 60

3.1.1 ALTIMETER SETTINGS ...................................................................................................................................................... 60

3.1.2 HOODED FLIGHT.............................................................................................................................................................. 60

3.1.3 MAGNETIZED MATERIALS ................................................................................................................................................ 60

3.1.4 VOR CHECK ..................................................................................................................................................................... 60

3.2 DISPATCH REQUIREMENTS .............................................................................................................................................. 61

3.2.1 IFR FUEL REQUIREMENTS ................................................................................................................................................ 61

3.2.1.1 ONSHORE DESTINATION ............................................................................................................................................. 61

3.2.1.2 OFFSHORE DESTINATION............................................................................................................................................. 61

3.2.1.3 ADDITIONAL FUEL REQUIREMENTS ............................................................................................................................. 61

3.2.2 WEATHER REQUIREMENTS .............................................................................................................................................. 62

3.2.3 OFFSHORE IFR DISPATCH WEATHER ................................................................................................................................ 62

3.2.4 OFFSHORE IFR ARRIVAL WEATHER .................................................................................................................................. 62

3.2.5 OFFSHORE NIGHT IFR WEATHER MINIMUMS ................................................................................................................... 62

3.2.6 HAZARDOUS WEATHER ................................................................................................................................................... 62

3.3 STABILIZED CLIMB/APPROACH PROCEDURES .................................................................................................................. 63

3.3.1 STABILIZED CLIMB IN IMC ................................................................................................................................................ 63

3.3.2 APPROACH IN IMC .......................................................................................................................................................... 63

3.4 BASIC INSTRUMENT FLIGHT PROFICIENCY REQUIREMENTS .............................................................................................. 64

3.4.1 CONCEPT OF REQUIREMENTS .......................................................................................................................................... 64

3.5 AUTHORIZATIONS – IFR ................................................................................................................................................... 64

3.5.1 TAKEOFF MINIMUMS ...................................................................................................................................................... 64

3.6 AIRCRAFT TAKEOFF PERFORMANCE ................................................................................................................................ 65

3.6.1 OVERLAND ...................................................................................................................................................................... 65

3.6.2 OFFSHORE ....................................................................................................................................................................... 65

3.7 IFR DEPARTURES OFFSHORE ............................................................................................................................................ 65

3.8 ENROUTE PROCEDURES................................................................................................................................................... 65

3.8.1 AUTHORIZATIONS/LIMITATIONS ..................................................................................................................................... 65

3.8.2 OFFSHORE ROUTES MAP ................................................................................................................................................. 66

3.8.3 ROUTE COORDINATES ..................................................................................................................................................... 66

3.8.4 IFR TO VFR TRANSITION .................................................................................................................................................. 66




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3.9 ARRIVAL .......................................................................................................................................................................... 66

3.9.1 APPROACH PROCEDURES ................................................................................................................................................ 66

3.9.2 LANDING MINIMUMS ..................................................................................................................................................... 66

3.9.3 STRAIGHT IN LANDING PROCEDURES............................................................................................................................... 66

3.9.4 CIRCLE TO LAND MANEUVERS ......................................................................................................................................... 66

3.9.5 RNAV APPROACHES ........................................................................................................................................................ 67

3.10 NON‐PRECISION LIGHTING .............................................................................................................................................. 67

3.10.1 STRAIGHT‐IN CATEGORY I NON PRECISION APPROACH PROCEDURES .......................................................................... 67

3.10.1.1 TABLE 14 – NON PRECISION APPROACHES DATA ..................................................................................................... 67

3.10.2 STRAIGHT‐IN CATEGORY I PRECISION APPROACH PROCEDURES .................................................................................. 67

3.10.2.1 OTHER THAN CATEGORIES II AND III ........................................................................................................................ 67

3.10.2.2 TABLE 15 – PRECISION APPROACHES – FULL ILS ....................................................................................................... 68

3.11 IFR ALTERNATE PLANNING REQUIREMENTS ..................................................................................................................... 68

3.11.1 ONSHORE FLIGHTS ...................................................................................................................................................... 68

3.11.1.1 DERIVING ONSHORE ALTERNATES ........................................................................................................................... 68

3.11.2 OFFSHORE FLIGHTS ..................................................................................................................................................... 69

3.11.2.1 DERIVING OFFSHORE ALTERNATES .......................................................................................................................... 69

3.11.2.2 OFFSHORE IFR ALTERNATES .................................................................................................................................... 69

3.11.2.3 ONSHORE DESTINATION ......................................................................................................................................... 70

3.12 OFFSHORE WEATHER DEVIATION .................................................................................................................................... 70

3.12.1 ONE STATION .............................................................................................................................................................. 70

3.12.2 TWO STATIONS ........................................................................................................................................................... 70

3.13 OFFSHORE MISSED APPROACH LOST COMMUNICATIONS PROCEDURES .......................................................................... 70

3.14 OSAP PROCEDURES ......................................................................................................................................................... 70

3.14.1 EQUIPMENT ................................................................................................................................................................ 70

3.14.2 WEATHER REPORTING................................................................................................................................................. 71

3.14.3 CREW QUALIFICATIONS ............................................................................................................................................... 71

3.14.4 OPERATING LIMITATIONS ........................................................................................................................................... 71

3.14.5 LANDING MINIMUMS ................................................................................................................................................. 71

3.14.6 INTERMEDIATE SEGMENT ........................................................................................................................................... 71

3.14.6.1 STRAIGHT‐IN ........................................................................................................................................................... 72

3.14.6.2 7 NAUTICAL MILE ARC ............................................................................................................................................. 72

3.14.6.3 GPS TRANSITION ..................................................................................................................................................... 72

3.14.6.4 OVERHEAD ............................................................................................................................................................. 72

3.14.7 FINAL APPROACH ........................................................................................................................................................ 72

3.14.7.1 COPTER DELTA 30 DEGREES OSAP ........................................................................................................................... 72




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3.14.7.2 COPTER PARALLEL OFFSET OSAP ............................................................................................................................. 73

3.14.8 MISSED APPROACH ..................................................................................................................................................... 73

3.14.8.1 MISSED APPROACH POINT – MAP – OFFSET OSAP ................................................................................................... 74

3.14.8.2 MISSED APPROACH POINT – MAP – DELTA 30 DEGREES OSAP ................................................................................. 74

3.14.8.3 MISSED APPROACH PROCEDURES FOR THE COPTER OSAP RIG APPROACH ............................................................... 74

3.14.9 TAKEOFF AND DEPARTURE .......................................................................................................................................... 74

3.15 OSAP CHARTS ................................................................................................................................................................. 74

3.16 HEDA PROCEDURES ......................................................................................................................................................... 74

3.16.1 WEATHER REPORTING................................................................................................................................................. 74

3.16.2 INTERMEDIATE SEGMENT ........................................................................................................................................... 75

3.16.3 FINAL DESCENT ........................................................................................................................................................... 75

3.16.4 SPECIAL LIMITATIONS ................................................................................................................................................. 75

3.16.5 MISSED HEDA PROCEDURE .......................................................................................................................................... 75

3.17 HEDA CHART ................................................................................................................................................................... 75

3.18 HEDA LOCATIONS ............................................................................................................................................................ 76

3.19 WEATHER STATIONS ....................................................................................................................................................... 76

CHAPTER 4. FLIGHT OPERATIONS – ALL AIRCRAFT ................................................................................................................ 77

4.1 CREW CONCEPT .............................................................................................................................................................. 77

4.1.1 CREW COORDINATION .................................................................................................................................................... 77

4.1.2 STERILE COCKPIT ............................................................................................................................................................. 77

4.1.3 PILOT IN COMMAND ....................................................................................................................................................... 77

4.1.4 SECOND IN COMMAND ................................................................................................................................................... 77

4.1.5 PILOT FLYING AND PILOT MONITORING........................................................................................................................... 78

4.1.5.1 PILOT FLYING DUTIES .................................................................................................................................................. 78

4.1.5.2 PILOT MONITORING DUTIES ........................................................................................................................................ 78

4.1.6 TRANSFER OF CONTROLS ................................................................................................................................................ 80

4.1.7 CREW CROSS CHECKING .................................................................................................................................................. 81

4.1.8 SUBTLE INCAPACITATION ................................................................................................................................................ 81

4.1.8.1 WARNING SIGNS ......................................................................................................................................................... 81

4.1.8.2 POSSIBLE CAUSES ........................................................................................................................................................ 81

4.1.8.3 COUNTERMEASURES AND IMMEDIATE CREW ACTIONS ............................................................................................... 81

4.2 IMPROVED AREA OPERATIONS ........................................................................................................................................ 82

4.2.1 AIRPORT OPERATIONS .................................................................................................................................................... 82

4.2.2 GROUND TAXIING ........................................................................................................................................................... 82

4.2.2.1 GROUND TAXIING ON OFFSHORE/ELEVATED HELIDECKS – WHEELED AIRCRAFT ........................................................... 82

4.2.3 HOVER TAXIING .............................................................................................................................................................. 83




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4.2.4 HELIDECKS / RAISED HELIPORT OPERATIONS ................................................................................................................... 83

4.3 UNIMPROVED LANDING AREA / CONFINED AREA OPERATIONS ....................................................................................... 83

4.3.1 NIGHT OPERATIONS ........................................................................................................................................................ 84

4.3.2 HIGH RECONNAISSANCE / ORBITING ............................................................................................................................... 84

4.4 MANEUVERS SECTION ..................................................................................................................................................... 85

4.4.1 STABILIZED APPROACH CONCEPT .................................................................................................................................... 85

4.4.1.1 VFR ............................................................................................................................................................................. 85

4.4.1.2 IFR .............................................................................................................................................................................. 85

4.4.2 FINAL APPROACH POINT ................................................................................................................................................. 85

4.4.2.1 VFR – IFR AIRCRAFT/CREWS ........................................................................................................................................ 85

4.4.2.2 IFR .............................................................................................................................................................................. 86

4.4.3 NORMAL/CROSSWIND TAKEOFF ..................................................................................................................................... 86

4.4.4 RESERVED FOR CATEGORY A TAKEOFF AND LANDING PROCEDURES ................................................................................ 86

4.4.5 PC2 TAKEOFF AND LANDING PROCEDURES ...................................................................................................................... 86

4.4.6 CONFINED AREA/MAXIMUM PERFORMANCE TAKEOFF ................................................................................................... 86

4.4.7 NORMAL/CROSSWIND APPROACH .................................................................................................................................. 87

4.4.8 CONFINED AREA APPROACH ........................................................................................................................................... 87

4.5 LIMITATIONS ................................................................................................................................................................... 87

4.5.1 MANIPULATION OF CONTROLS ........................................................................................................................................ 87

4.5.2 AIRSPEED ........................................................................................................................................................................ 87

4.5.3 DOORS OPEN IN FLIGHT .................................................................................................................................................. 87

4.5.4 WEATHER ....................................................................................................................................................................... 87

4.5.4.1 WIND LIMITATIONS ..................................................................................................................................................... 88

4.5.4.2 HIGH WIND CONDITIONS ............................................................................................................................................ 88

4.5.4.3 FIGURE 4 – CRITICAL WIND AZIMUTH CHART (ALL AIRCRAFT) ...................................................................................... 90

4.5.4.4 HAZARDOUS WEATHER ............................................................................................................................................... 91

4.5.5 EQUIPMENT REQUIREMENTS .......................................................................................................................................... 91

4.5.5.1 ANTI‐COLLISION LIGHTS .............................................................................................................................................. 91

4.5.5.2 PULSE LIGHTS .............................................................................................................................................................. 91

4.5.5.3 HIGH INTENSITY STROBE LIGHTS (HISL) ........................................................................................................................ 91

4.5.5.4 NIGHT FLIGHT ............................................................................................................................................................. 91

4.5.5.5 TRANSPONDERS .......................................................................................................................................................... 91

4.5.6 ROTOR/LANDING GEAR CLEARANCE REQUIREMENTS ...................................................................................................... 91

4.5.7 AUTOROTATION .............................................................................................................................................................. 91

4.5.7.1 SINGLE ENGINE OR LIGHT TWIN ENGINE AIRCRAFT ...................................................................................................... 92

4.5.7.2 HEAVY TWIN ENGINE AIRCRAFT .................................................................................................................................. 92




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4.6 NORMAL PROCEDURES ................................................................................................................................................... 92

4.6.1 PREFLIGHT INSPECTIONS ................................................................................................................................................. 92

4.6.1.1 COLD WEATHER OPERATIONS ..................................................................................................................................... 93

4.6.1.2 CONDUCTING THE OUTSIDE THE AIRCRAFT CHECK (OTAC) ........................................................................................... 93

4.6.1.3 ICING CONDITIONS ...................................................................................................................................................... 93

4.6.2 FUEL PLANNING .............................................................................................................................................................. 94

4.6.3 SYSTEMS CHECKS ............................................................................................................................................................ 95

4.6.4 CHECKLISTS USE AND CONTROL ....................................................................................................................................... 95

4.6.5 USE OF CABIN SEPARATION CURTAINS ............................................................................................................................ 95

4.6.6 ENGINE STARTING ........................................................................................................................................................... 95

4.6.7 TAKEOFF AND LANDING PROCEDURES............................................................................................................................. 95

4.6.8 TAKEOFF PROFILES – PC1/PC2 ......................................................................................................................................... 95

4.6.9 MINIMUM SAFE ALTITUDES ............................................................................................................................................ 96

4.6.10 LANDING..................................................................................................................................................................... 96

4.6.11 SETTING PARKING BRAKES – WHEELED AIRCRAFT ........................................................................................................ 96

4.6.12 AIRCRAFT WITH DUAL FLIGHT CONTROLS / GUARDING OF FLIGHT CONTROLS ............................................................. 96

4.6.13 ENGINE COOL DOWN .................................................................................................................................................. 96

4.6.14 STOPPING OF ROTORS ................................................................................................................................................ 97

4.6.15 POST‐FLIGHT – 360 DEGREES WALK AROUND .............................................................................................................. 97

4.7 EMERGENCY PROCEDURES .............................................................................................................................................. 97

4.7.1 DEFINITIONS – URGENCY OF LANDING ............................................................................................................................ 97

4.7.1.1 LAND IMMEDIATELY ................................................................................................................................................... 97

4.7.1.2 LAND AS SOON AS POSSIBLE ....................................................................................................................................... 97

4.7.1.3 LAND AS SOON AS PRACTICAL ..................................................................................................................................... 97

4.7.2 EMERGENCY CHECKLISTS ................................................................................................................................................. 97

4.7.3 CIRCUIT BREAKER POLICY ................................................................................................................................................ 97

4.7.4 INADVERTENT IMC .......................................................................................................................................................... 98

4.7.4.1 AVOIDING INADVERTENT IMC ..................................................................................................................................... 98

4.7.4.2 INITIAL PROCEDURES – RECOVERY FROM UNUSUAL ALTITUDE .................................................................................... 98

4.7.4.3 CLIMBS, TURNS, AND DESCENTS .................................................................................................................................. 98

4.7.4.4 REGAINING VMC CONDITIONS .................................................................................................................................... 98

4.7.4.5 COMMUNICATE .......................................................................................................................................................... 98

4.7.5 LOSS OF TWO WAY RADIO COMMUNICATIONS ............................................................................................................... 99

4.7.6 PRECAUTIONARY LANDINGS ........................................................................................................................................... 99

4.7.7 EMERGENCY FORCED LANDING OVER LAND .................................................................................................................... 99

4.7.8 EMERGENCY EVACUATION DUTIES .................................................................................................................................. 99




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4.7.9 BOMB THREAT INCIDENTS ............................................................................................................................................. 100

4.7.10 HIJACKING INCIDENTS ............................................................................................................................................... 100

4.7.11 INFLIGHT MEDICAL EMERGENCIES ............................................................................................................................. 100

4.8 WEIGHT AND BALANCE (W&B) ...................................................................................................................................... 100

4.8.1 LOADING SCHEDULE ...................................................................................................................................................... 101

4.9 HANDLING AND SERVICING ........................................................................................................................................... 101

4.9.1 DAILY LOGBOOK ENTRIES .............................................................................................................................................. 101

4.10 SECURING AIRCRAFT ..................................................................................................................................................... 101

4.10.1 AIRFRAME TIE‐DOWN POLICY.................................................................................................................................... 102

4.11 AUTOMATION AND AIRCRAFT SYSTEMS CONFIGURATION ............................................................................................. 102

4.11.1 AUTOMATION POLICY ............................................................................................................................................... 102

4.11.2 COLLISION/TERRAIN AVOIDANCE .............................................................................................................................. 103

4.11.2.1 USE OF ALERT SYSTEMS – TCAS, EGPWS AND ALTITUDE ........................................................................................ 103

4.11.2.1.1 TRAFFIC ALERT SYSTEMS (TCAS) ............................................................................................................................ 103

4.11.2.1.2 ENHANCED GROUND PROXIMITY WARNING SYSTEMS (EGPWS) ............................................................................ 103

4.11.2.1.3 USE OF ALTITUDE ALERTS ...................................................................................................................................... 103

4.11.2.1.3.1 RADAR ALTIMETER BASED SYSTEMS .................................................................................................................. 104

4.11.2.1.3.2 BAROMETRIC ALTITUDE BASED SYSTEMS AND/OR ADDITIONAL RA SYSTEMS .................................................... 104

SIKORSKY S‐92 PROCEDURES ..................................................................................................................................................... 106

4.20 LIMITATIONS ................................................................................................................................................................. 106

4.20.1 S‐92 CREWING POLICY ............................................................................................................................................... 106

4.20.2 APU OPERATIONS ..................................................................................................................................................... 106

4.20.3 ROTORS TURNING / ROTORWASH ............................................................................................................................. 106

4.20.4 FUEL CROSSFEED ....................................................................................................................................................... 106

4.20.5 AIR CONDITIONER USAGE ......................................................................................................................................... 106

4.20.6 ADVANCING THROTTLES ........................................................................................................................................... 106

4.20.7 TRAINING MODE ....................................................................................................................................................... 107

4.20.8 ALTITUDE ALERTS SETTING ........................................................................................................................................ 107

4.20.9 HIGH INTENSITY STROBE LIGHTS ............................................................................................................................... 107

4.20.10 LANDING GEAR RETRACT .......................................................................................................................................... 107

4.20.11 ENGINE POWER ASSURANCE CHECK (EPAC) ............................................................................................................... 107

4.20.12 HIGH WIND NOSE HIGH ATTITUDE ............................................................................................................................. 107

4.20.13 MINIMUM RUNWAY LENGTH .................................................................................................................................... 107

4.21 NORMAL PROCEDURES ................................................................................................................................................. 108

4.21.1 PREFLIGHT ................................................................................................................................................................ 108

4.21.2 RUN‐UP/SYSTEM CHECKS .......................................................................................................................................... 108




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4.21.3 FLIGHT PLANNING ..................................................................................................................................................... 109

4.21.4 ENGINE STARTING ..................................................................................................................................................... 109

4.21.5 ENGINE CYCLE COUNTS AND STARTS ......................................................................................................................... 109

4.21.6 HIGH WIND ROTOR BRAKE START PROCEDURE .......................................................................................................... 109

4.21.7 ENGINE COOL DOWN PROCEDURE ............................................................................................................................ 109

4.22 EMERGENCY PROCEDURES ............................................................................................................................................ 109

4.22.1 FADEC FAULTS .......................................................................................................................................................... 110

4.23 WEIGHT AND BALANCE ................................................................................................................................................. 110

4.23.1 AIRCRAFT INCREASED PRE‐FLIGHT STATIC WEIGHT. ................................................................................................... 110

4.23.2 LOADING SCHEDULE .................................................................................................................................................. 110

4.24 HANDLING AND SERVICING ........................................................................................................................................... 111

4.24.1 REMINDERS FROM MAINTENANCE ............................................................................................................................ 111

4.24.2 AUTOROTATION RPM CHECK .................................................................................................................................... 111

4.24.3 AIRCRAFT TOWING ................................................................................................................................................... 112

4.25 SECURING AIRCRAFT ..................................................................................................................................................... 112

4.25.1 MAIN ROTOR ............................................................................................................................................................ 112

4.25.2 TIE‐DOWN APPLICATION ........................................................................................................................................... 112

4.25.3 OVERNIGHT PARKING AWAY FROM A HELISERVICIO BASE ......................................................................................... 112

4.25.4 SECURING CARGO ..................................................................................................................................................... 112

4.26 AUTOMATION SECTION ................................................................................................................................................. 113

4.26.1 COUPLING POLICY ..................................................................................................................................................... 113

4.26.1.1 TAKEOFF, CLIMB, AND GO AROUND ...................................................................................................................... 113

4.26.1.2 CLIMB FROM CRUISE ............................................................................................................................................. 113

4.26.1.3 DESCENT AND INSTRUMENT APPROACH ............................................................................................................... 113

4.26.1.4 RIG APPROACH ..................................................................................................................................................... 114

4.26.1.5 CRUISE .................................................................................................................................................................. 114

4.26.2 COCKPIT CONFIGURATION FOR ENGINE START, SYSTEMS CHECK, SHUTDOWN .......................................................... 115

4.26.2.1 FIGURE 1 ............................................................................................................................................................... 115

4.26.3 TAXI, TAKEOFF, LANDING, ENROUTE, AND APPROACH .............................................................................................. 115

4.26.3.1 FIGURE 2 ............................................................................................................................................................... 115

4.26.4 INFLIGHT MALFUNCTION OR POWER CHECK .............................................................................................................. 116

4.26.4.1 FIGURE 3 ............................................................................................................................................................... 116

4.26.5 DISPLAY OPTIONS FOR PFDS ...................................................................................................................................... 116

4.26.5.1 FIGURE 4 ............................................................................................................................................................... 116

4.26.6 DISPLAY OPTIONS FOR MFDS .................................................................................................................................... 117

4.26.6.1 FIGURE 5 ............................................................................................................................................................... 117




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4.26.7 SCREEN FAILURE ....................................................................................................................................................... 117

4.26.7.1 FIGURE 6 ............................................................................................................................................................... 117

4.26.8 TRIPLE CONVERTER FAILURE OR BATTERY POWER ONLY ............................................................................................ 118

4.26.8.1 FIGURE 7 ............................................................................................................................................................... 118

CHAPTER 5. SEARCH AND RESCUE OPERATIONS (SAR) ........................................................................................................ 121

5.1 HELISERVICIO SAR SERVICES .......................................................................................................................................... 121

5.1.1 WARRANTED RISK FOR SEARCH AND RESCUE ................................................................................................................ 121

5.1.2 LIABILITY ....................................................................................................................................................................... 121

5.1.3 LIMSAR TASKING / CALL OUT ........................................................................................................................................ 121

5.1.4 DISCONTINUING THE SEARCH ........................................................................................................................................ 122

5.1.5 LIMSAR PASSENGER CARRIAGE AUTHORITY .................................................................................................................. 122

5.1.6 LIMSAR CREWING ......................................................................................................................................................... 122

5.2 SAR PERSONNEL DUTIES AND RESPONSIBILITIES ............................................................................................................ 122

5.2.1 SAR LEAD PILOT RESPONSIBILITIES ................................................................................................................................ 122

5.2.2 SAR LEAD TECHNICAL SPECIALIST .................................................................................................................................. 123

5.2.3 HOIST OPERATOR (HO) .................................................................................................................................................. 123

5.2.4 RESCUE SWIMMER (RS) ................................................................................................................................................. 124

5.2.5 THE MEDICAL CREWMEMBER (MEDIC) .......................................................................................................................... 124

5.3 PERSONAL PROTECTIVE EQUIPMENT (PPE) .................................................................................................................... 124

5.3.1 NON‐SAR CREWMEMBER .............................................................................................................................................. 124

5.3.2 SAR CREWMEMBER ....................................................................................................................................................... 125

5.3.2.1 LAND HOISTING, HO: ................................................................................................................................................. 125

5.3.2.2 LAND HOISTING, RS (OPERATIONAL OR TRAINING): ................................................................................................... 125

5.3.2.3 WATER HOISTING, HO (OPERATIONAL OR TRAINING): ............................................................................................... 125

5.3.2.4 WATER HOISTING, RS (OPERATIONAL OR TRAINING INCLUDING FREE ENTRY): .......................................................... 125

5.3.2.5 SHIP HOISTING, HO (OPERATIONAL OR TRAINING): ................................................................................................... 126

5.3.2.6 SHIP HOISTING, RS (OPERATIONAL OR TRAINING): .................................................................................................... 126

5.4 SAR PLANNING .............................................................................................................................................................. 126

5.4.1 PREFLIGHT PLANNING ................................................................................................................................................... 126

5.4.1.1 START OF SHIFT BRIEF ............................................................................................................................................... 127

5.4.2 SYSTEMS CHECKS .......................................................................................................................................................... 127

5.4.3 FUEL REQUIREMENTS .................................................................................................................................................... 127

5.4.4 PERFORMANCE PLANNING ............................................................................................................................................ 127

5.4.5 WEIGHT & BALANCE ...................................................................................................................................................... 127

5.4.6 WEATHER REQUIREMENTS / HAZARDOUS WEATHER ..................................................................................................... 127

5.5 TRAINING ...................................................................................................................................................................... 127




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5.5.1 TRAINING AREAS ........................................................................................................................................................... 128

5.6 SAR OPERATIONS .......................................................................................................................................................... 128

5.7 LAUNCH CRITERIA ......................................................................................................................................................... 128

5.8 SAR & MEDEVAC STANDBY PROCEDURES ...................................................................................................................... 128

5.8.1 SAR DAILY PREPARATION PROCEDURES ........................................................................................................................ 128

5.8.1.1 PRIOR TO BEGINNING DUTY DAY ............................................................................................................................... 128

5.8.1.2 DUTY DAY ................................................................................................................................................................. 128

5.8.1.3 SHIFT BRIEFING / DUTIES ........................................................................................................................................... 128

5.9 SAR LAUNCH PROCEDURES GENERAL ............................................................................................................................ 129

5.9.1 DIVERT AND SEAT‐CHANGE PROCEDURES ...................................................................................................................... 129

5.9.2 CREW SAR LAUNCH PROCEDURES ................................................................................................................................. 129

5.9.3 HYDROGEN SULFIDE (H2S) PROCEDURES FOR SAR ......................................................................................................... 130

5.9.4 ON‐SCENE COORDINATOR (OSC) ................................................................................................................................... 130

5.10 VERACRUZ BASE INFORMATION .................................................................................................................................... 131

5.10.1 RESTRICTED AND PROHIBITED AREAS ........................................................................................................................ 131

5.10.2 LOW VISIBILITY/SVFR ROUTE ..................................................................................................................................... 131

5.10.3 HOSPITAL LIST ........................................................................................................................................................... 133

5.10.4 ONSHORE/OFFSHORE HYPERBARIC CHAMBER ........................................................................................................... 133

5.11 TAMPICO BASE INFORMATION ...................................................................................................................................... 133

5.11.1 RESTRICTED AND PROHIBITED AREAS ........................................................................................................................ 133

5.11.2 LOW VISIBILITY/SVFR ROUTE ..................................................................................................................................... 133

5.11.3 HOSPITAL LIST ........................................................................................................................................................... 135

5.11.4 ONSHORE/OFFSHORE HYPERBARIC CHAMBER ........................................................................................................... 135

GLOSSARY OF TERMS ................................................................................................................................................................ 136

ACRONYMS AND ABBREVIATIONS ............................................................................................................................................. 136

DEFINITIONS ............................................................................................................................................................................. 141




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CHAPTER 1. AIR TAXI

1.1 OPERATIONAL CONTROL

The ultimate responsibility for Heliservicio´s operational control rests with the Director of Operations (DO), Chief Pilot or Base Manager in the absence of the DO. Since it is impractical for the DO to operationally control every flight conducted by Heliservicio aircraft, various subordinate managers (management delegates), are given the authority to exercise operational control. A manager, or delegated person (such as the Base Manager or Line Manager/Supervisor), who exercises operational control has the authority to initiate or terminate a flight. This does not supersede the authority of the Pilot in Command (PIC) to initiate, conduct, or terminate a flight based on current conditions or other situations affecting the flight. Operational control should not be confused with the authority of the PIC who always retains the authority and responsibility for the safe conduct of a given flight.

1.1.1 Operational Control Procedures

Refer to MGO, Part 1, Chapter 2, Organization and Responsibilities, para 2.1

a. Prior to conducting a flight or series of flights, at least one management person or management delegate, other than a pilot assigned to the specific flight or series of flights, must determine and have sufficient knowledge of the following: 1) Whether each assigned crewmember is qualified and eligible to serve as a required

crewmember in the aircraft and type of operation to which the crewmember is assigned. 2) Whether the aircraft assigned is airworthy under the certificate holder's AFAC approved

maintenance, inspection, or airworthiness program, as appropriate. b. Prior to conducting a flight or series of flights, at least one management person, management

delegate, or other delegated person must determine and have sufficient knowledge of the following: 1) Whether a flight or series of flights can be initiated, conducted, or terminated safely and in

accordance with the authorizations, limitations, and procedures approved in the Heliservicio GOM, Operations specifications, and the appropriate regulations. Base Manager monitor base operations through direct contact with line pilots and through monitoring of EOC procedures.

NOTE: These Managers shall stop operations if it is determined that compliance with the GOM and other authorizations cannot be assured.

The determination and knowledge required above may be made by a pilot for a flight or series of flights, in accordance with policies, procedures, and standards prescribed by Heliservicio. Such determinations include, but are not limited to, visibility determinations, whether ice is adhering to control surfaces, whether the aircraft has sufficient fuel, and whether the aircraft is in a condition for safe flight. Pilots can initiate a flight as indicated herein and shall stop operations if compliance cannot be assured. If there is a question concerning whether or not to make a flight or series of flights, the listed manager or manager delegate who exercises operational control shall be contacted. If that manager cannot be contacted, the flight may not depart until the next higher (or alternate) manager is consulted and approves the flight or flights.

2) Failure to comply with operational control requirements can result in certificate action (suspension/revocation) or other disciplinary procedures.

3) Those persons who do not exercise operational control: a) Customer dispatchers.




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b) Flight following/communication centers, except Line Manager/ Supervisors as provided for in EOC procedures.

1.2 COMPANY PERSONNEL

In addition to Heliservicio’s personnel designation and corresponding responsibilities as established in the Manual de Operaciones, Parte 1, Capitulo 2, Organización y Responsabilidades, the following positions apply. Refer to Chapter 5, Search and Rescue Operations (SAR) for applicable SAR positions.

1.2.1 Base Manager

Reports to: Director of Operations on matters pertaining to Operational Control.

1.2.1.1 Duties and Responsibilities

Reports To: Director of Operations The Base Manager is responsible to assist in exercising the operational control of the people and resources at the assigned base. Reports to the Director of Operations on issues relating to Customer operations and on matters relating to Operational Control and base operations. Regardless of duties assigned to him by the Director of Operations, the Base Manager will at all times be responsible for the overall management of the base. Responsible to initiate EOC when conditions warrant.

a. Coordinates directly with the managers and/or supervisory personnel concerning operations, maintenance, personnel, and all other associated items necessary to maintain aircraft in a safe and efficient operation.

b. Coordinates with client representatives to help maintain continuity of present operations and future requirements.

c. Coordinates with other departments within the Company to obtain the necessary personnel, parts, and supplies to ensure continuous operations.

d. Develops and maintains procedures for the processing and movement of personnel. e. Helps propose, plan, and initiate new operations through the client representative and applicable

company departments.

1.2.2 Expat Instructor Pilot/Line Training Captain

Reports to: Base Manager


a. Provide flight and/or ground instruction (including ISTP) on specific types of helicopters. b. Evaluate qualified pilots and observe them in the performance of their normal routine pilot duties. c. Responsible for the safe operation of the helicopter while company or student pilots are at the

controls. d. Identify errors or shortcomings on the student's performance, bringing to his attention,

demonstrating correct techniques or procedures as applicable. e. Demand skillful accomplishment of emergency procedures. f. Instruct in the peculiarities of company operation and the special requirements of the customer. g. Ensure that the student is thoroughly knowledgeable of all AFAC and company operating policies

and directives.




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h. Evaluate all aspects of student's performance, ability, skill, and knowledge to determine his adequacy to perform the duties of a Heliservicio Line Pilot.

i. Recommend to management whether a student should be considered qualified on specific equipment, or whether additional training or disqualification is indicated.

j. Assist the Manager, Director of Operations in reviewing and updating the Pilot Training Curriculum.

k. Complete all required training forms neat and correct. l. Keep personal copy of Operations and Training Programs current. m. Perform all other tasks as directed from company officers and the Director of Operations.

1.2.3 Manager, Line Activity Monitoring Program (LAMP)

Reports To: Director of HSEQ


a. Manage the LAMP department, Flight Data Monitoring (FDM) programs, crew liaison line pilots, LAMP personnel, outside vendors, and the coordination of all LAMP related activities.

b. Develops and implements new programs, policies and procedures, and presentations as required.

c. Selects, trains, and directs a staff of coordinators, analyst, and other assigned personnel. d. Coordinates directly with the Director of Operations, Chief Pilot, Director of HSEQ, and Director

of Maintenance on aspects of LAMP/FDM programs. e. Serves as advisor on any LAMP/FDM program issues to the Management Oversight Group and

makes presentations directly to the Safety Management Review Team. f. Schedules data recovery intervals and ensures appropriate data security measures are

observed to maintain confidentiality of all crews. g. Assists in the formulation and review of company policies and procedures that relate to

LAMP/FDM programs. h. Performs other duties as directed by the Director of Operations.

1.3 AIRWORTHINESS AND MAINTENANCE

This section provides pilots with procedures for determining aircraft airworthiness. If there is any question concerning the airworthiness of an aircraft: STOP! Contact both Maintenance and Operations. Do not fly (to include hover) the aircraft until it is determined to be airworthy, or a ferry permit is issued stating that it has been determined that the aircraft is safe to fly.

1.3.1 Determining Airworthiness

At the beginning of each day's work shift, the pilot(s) and maintenance personnel shall work together to ensure the aircraft is airworthy and safe for the intended operation by adhering to the following procedures. In the case of a two-pilot aircraft, both pilots shall review the aircraft’s engineering log.

a. Aircraft Engineering Logs will be kept by the Maintenance office. Engineering logs for aircraft NOT released for flight (Example, required leak checks, function checks, maintenance check flights, or maintenance release) will be placed in a designated maintenance area.

b. Pilot(s) shall discuss the requirement to release the aircraft for service with maintenance personnel before conducting any ground runs or maintenance check flights. Maintenance personnel will retain control of the engineering logbook until the discussion of requirements to




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return the aircraft to service are complete. Refer to Para 1.3.9, Maintenance Check Flights for applicable procedures.

Pilots shall ensure the Base Manager or Lead Pilot is aware of any changes to the aircraft’s operational status. At the end of the flying day, the pilot shall return Engineering Log to the Maintenance office.

NOTE: A fault or failure of the EFB does not effect on the airworthiness of the aircraft

1.3.2 Daily Inspection

Maintenance technicians will perform and sign the Daily Inspection as directed by the Aircraft Flight Manual and/or Heliservicio Maintenance Manuals. Completion of the Daily Inspection by the AMT does not relieve the pilot from the responsibility to preflight.

1.3.3 Aircraft Engineering Log Check

Refer to Para 1.11.2, Engineer Report of this chapter for additional information. NOTE: If any discrepancies exist, contact Maintenance/Manager for assistance. Any discrepancies with the EFB will NOT be entered on the Aircraft Engineering log.

a. Ensure the Daily Inspection (as applicable to aircraft) has been signed off. The Inspection is valid for a 24 hour period.

b. Verify there are no inspections/services due within 10 hours by consulting the Aircraft Condition Report (Reporte de Condicion de Aeronaves) and Maintenance. Determine that there is sufficient time remaining to complete the day's anticipated flying without exceeding the time remaining before the next component change or inspection is due.

c. Observe the Discrepancies or Other Comments section. All aircraft discrepancies shall have a corresponding sign off in the Maintenance Performed section prior to flight.

d. Review the Deferred Maintenance Log to note any deferred items. Only items which do not affect airworthiness, or items which may be deferred via the MEL/NEF may be placed on this form.

NOTE: If maintenance has been deferred for any item, reference the "Remarks or Exceptions" section of the MEL/NEF to determine any additional limitations or procedures and how the MEL may impact customer requirements.

1.3.4 Required Items Check

The following items shall be on board the aircraft during flight in either paper or electronic format:

a. The Engineering Log. b. Minimum Equipment List (including NEF). c. Airworthiness Certificate. d. Aircraft Registration. e. Radio Station License (International Ops Only). f. Aircraft Flight Manual (AFM/RFM) with appropriate supplements. g. Weight and Balance Information (current Form C). h. Passenger Briefing Cards (one available for each passenger seat). i. Portable Electronic Devices (PED) listing. j. Aircraft Check List(s). k. Hazardous Materials Acceptance Guide.




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l. Pilot Notification Form (HAZMAT). m. Emergency Response Guidebook. n. Heliservicio General Operations Manual. o. Air Information Publication (Charts and maps appropriate to the route to be flown). p. Taxi Aéreo Nacional permit (TAN). q. AOC Certificate. r. Insurance Policy. s. Permit for Night Operations. t. Refuel permit. u. Noise Abatement Certificate (Certificado de Homologación de Ruido).

1.3.4.1 Additional Items Required

Publications, such as the MEL, GPS/FMS guide(s), HAZMAT acceptance guide, and other publications not essential to the safe conduct of flight can now be accessed electronically via the Electronic Flight Bag (EFB) or ForeFlight. The paper copies of the documents, which are now accessible in the EFB, shall be stored in the appropriate area of the aircraft. Updates to these electronic publications will be automatically updated on the Electronic Flight Bag during the synchronization process. Other publications which are required to be within reach of the pilot or co-pilot shall be retained in the cockpit in hard copy format.

1.3.5 Preflight

1.3.5.1 Preflight – Fuel

a. Confirm that the aircraft's daily fuel sump sample has been taken and is clear and bright. b. Complete the Daily fuel Sample Log per the instructions on the form. c. Perform water testing if required by the customer.

NOTE 1: All aircraft fuel samples will be drawn and stored by maintenance personnel. NOTE 2: If a sample has not been drawn by maintenance during the daily [24 hours O&G] then the PIC is responsible for coordinating with Maintenance to ensure it is drawn.

1.3.5.2 Quality Assurance

Base Manager and Lead Pilots are responsible for ensuring that fuel sample inspection and retention procedures are properly accomplished. This includes sampling and documentation review.

1.3.5.3 Aircraft Preflight

Refer to Para 4.6.1, Preflight Inspections.

1.3.6 Reporting Mechanical Irregularities

a. The PIC shall report or assign the SIC to report all mechanical irregularities that come to his attention before, during, or after a flight by recording the discrepancies in the Reporte de Irregularidades section of the Engineering Report.

b. After a discrepancy is discovered, the aircraft shall not be flown until the irregularity is resolved by repair or it is deferred in accordance with the MEL. In all cases, the aircraft shall not be released for flight without a proper sign off in the maintenance performed section, Corrección a las Discrepancias y Descripción de las Actividades de Mantenimiento.




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c. After the last flight of the day or at the end of the shift, the PIC (or the SIC under the PIC's direction) shall complete the engineering logbook in accordance with Para 1.3 Airworthiness and Maintenance, and Para 1.11.2 Engineering Report.

1.3.7 Maintenance Corrective Action

An engineering log entry shall be made for all maintenance performed. The entry shall contain the following information:

a. A description (or reference to data) that fully describes the work performed. b. The date of completion of the work performed. c. The aircraft's total time when the work was completed. d. The signature, certificate number, and type of certificate held by the person approving the work.

An Aviation Maintenance Technician's signature constitutes the approval for return to service for his work.

1.3.8 Airworthiness Release

On aircraft maintained under the Heliservicio CMP (10 or more passengers), ensure that an airworthiness release has been signed off following the performance of significant maintenance. Significant maintenance is indicated by a maintenance entry which is followed by an RII signoff. Aircraft may not be flown for any flight, other than an maintenance check flight, without the airworthiness release sign off. Pilots are not authorized to sign off the airworthiness release after completion of maintenance.

1.3.8.1 Table 6 – Airworthiness Release

1.3.9 Maintenance Check Flights (MCF)

Refer to Para 1.4.13 Reposition / Maintenance Check Flights for additional information. All Maintenance Check Flights should comply with the bird strike mitigation when able. References:

a. Sikorsky S92 Flight Check Procedures Manual (FCPM). b. Sikorsky S92 Rotary Flight Manual. c. SGRAO - ENG 02.01 Continuing Airworthiness Organization.

In order to perform an MCF, pilots must be current, qualified, and comfortable with performing the required maneuvers and flight profiles as detailed in reference a. above.

Specific checks and procedures required will be identified and provided by maintenance to the pilots prior to flight. Pilots shall review all required checks and procedures, prepare for flight (i.e. weather, fuel and pre-flight requirements, etc.), complete a Risk Analysis and conduct a Safety Brief prior to undertaking any MCF (review Emergency Procedures for the items requiring the MCF, i.e. if Tail Rotor, review the Emergency Checklist items for Tail Rotor so they are fresh in the memory).

Pilots will conduct the MCF as delineated in reference a. above. Normally, a MCF will require at least a taxi, hover, takeoff, climb to safe altitude, acceleration to cruise flight, normal approach and landing.

Signature Date __________ ______

A&P No. ACFT TT. _______ ______




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No person, other than necessary crewmembers and required maintenance personnel may be flown in the aircraft before the MCF is complete and the pilot returns the aircraft to service in the Operational Logbook.

When the MCF is completed and the aircraft is deemed serviceable, the pilot shall make an entry in Corrección a las Discrepancias y Descripción de las Actividades de Mantenimiento section of the Operational Logbook, returning the aircraft to service as follows:

"Performed FCPs (LIST EACH REQUIRED FCP) and found satisfactory. (DATE), (AIRCRAFT TOTAL TIME), (SIGNATURE), (TYPE CERTIFICATE), and (CERTIFICATE NUMBER)".

If the aircraft is not serviceable, then the pilot shall make the following entry:

"MCF performed but aircraft is not returned to service. (LIST DISCREPANCIES), (DATE), (AIRCRAFT TOTAL TIME), (SIGNATURE), (TYPE CERTIFICATE), and (CERTIFICATE NUMBER)".

1.3.9.1 MCF Risk Assessment Form




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1.3.10 Minimum Equipment List Program

a. In compliance with AFAC rules, Heliservicio may not operate its aircraft with inoperable instruments or equipment unless the aircraft is operated in accordance with its approved MEL. The MEL is intended to permit operation with inoperative items of equipment for a period of time until repairs can be accomplished. The MEL constitutes an approved change to the type design of the aircraft.

b. The PIC shall report all mechanical irregularities that come to his attention before, during, or after a flight by recording the irregularity in the discrepancies section, Reporte de Irregularidades, of the Engineering Report.

c. After this entry is made, the aircraft shall not be flown until the irregularity is resolved and the aircraft is released for flight with a proper sign off in the maintenance performed section, Corrección a las Discrepancias y Descripción de las Actividades de Mantenimiento.

d. Reference the item in the MEL or NEF. If the item is listed and the procedures and/or limitations listed in the remarks section can be complied with, maintenance may be deferred following consultation with the Heliservicio Maintenance team.

e. Defer maintenance by making the following entry in the Corrección a las Discrepancias y Descripción de las Actividades de Mantenimiento column of the Engineering Report.

• "Maintenance deferred as per MEL (PAGE), (SYSTEM NUMBER), (DATE), (AIRCRAFT TOTAL TIME), and returned to service. (SIGNATURE), (CERTIFICATE TYPE AND NUMBER).

f. (M) items require a specific maintenance procedure prior to operation with the listed item inoperative.

g. (O) items require a specific operating procedure in planning for and/or operating with the listed item inoperative.

h. All inoperative items shall be placarded to inform the crewmembers of the condition of the equipment. A circular stick-on will be labeled and affixed as directed by the MEL.

i. If the MEL does not specify wording or location, write the item system number and date on the label and place it on the instrument or next to the switch operating the system.

1.3.11 Maintenance Away From Heliservicio

When an aircraft lands for maintenance, or remains overnight, at a location other than a Heliservicio base, the pilot is responsible for the following:

a. Securing and tying-down of the aircraft according to procedures set forth in Para 4.10, Securing Aircraft.

b. Arranging and supervising servicing of the aircraft with the proper grades of fuel and oil. c. Notifying the Lead Pilot or Base Manager of any mechanical difficulties and obtaining approval

to contract maintenance. d. Ensure the aircraft is not left unattended unless in a secure location (fenced airport/secure

customer base). e. Ensure that the daily inspection check is completed prior to the next day's flight. f. If maintenance has been performed by an individual not employed by Heliservicio, the pilot will

make sure the person who performed the maintenance enters in the engineering report.

• (A DESCRIPTION OF THE WORK PERFORMED), (DATE), (AIRCRAFT TOTAL TIME), (SIGNATURE), (CERTIFICATE TYPE AND NUMBER).

NOTE: If maintenance is performed by an individual not employed by Heliservicio, contact the




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maintenance office prior to conducting further flight operations.

g. Performing an operational check flight, if required.

1.3.12 NAVDATA Card Installation

The GPS NavData card shall be installed by qualified maintenance personnel or pilot. A log book entry shall be completed documenting the data card has been changed and a function check completed.

1.4 AIRMAN

1.4.1 PIC Responsibility and Authority

1.4.1.1 PIC Responsibility

The PIC is directly responsible for, and is the final authority for the operation of the aircraft.

1.4.1.2 PIC Authority

No PIC may allow a flight to continue toward any airport of intended landing unless, in the opinion of the PIC, the conditions that are a hazard to safe operations may reasonably be expected to be corrected by the estimated time of arrival or, unless there is no safer procedure. In the latter event, the continuation toward that airport is an emergency situation.

If an inflight emergency requires immediate action, the PIC may deviate from any flight regulation or company procedure to the extent required to meet that emergency.

In the event a PIC deviates, the pilot shall submit a written report to Heliservicio within 24 hours, using the Reporte de Irregularidad form.

1.4.2 Identification and Certificates

All pilots shall have in their physical possession, or readily accessible in the aircraft, a valid photo ID that is either:

a. A National ID (INE). b. A government identification card issue by the Federal government or a State. c. An official passport.

1.4.2.1 Pilot Certificate

All pilots shall have in their personal possession a current original Commercial or ATP certificate during the time they act as a flight crewmember.

1.4.2.2 Medical Certificate

All pilots shall have in their personal possession a current, original (not photocopy) medical certificate during the time they act as a flight crewmember.

1.4.3 Alcohol and Drug, Blood Donation and Scuba Diving Policies

Refer to Heliservicio MGO, Chapter 3.

1.4.4 Pilot Logbooks

Pilots shall maintain a logbook, to show recent flight experience to include IFR experience.




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1.4.5 Flight Time

Pilots shall not plan to exceed the following flight hours during the 12-hour duty day. They may only be exceeded due to circumstances beyond the control of the pilot such as adverse weather.

a. 8.0 hours day. b. 7.0 hours night. c. 7.5 hours with a combination of day and night. d. 30 hours in seven consecutive days. e. 90 hours in a month. f. 900 hours in a calendar year.

NOTE: All flight time hours will be tracked by AirMaestro.

1.4.5.1 Duty and Flight Time Procedures

Pilots will document length of duty day and flight time flown by the use of AirMaestro application. The address for the website is: https://heliservicio.airmaestro.net/Login.aspx?ReturnUrl=%2f

Pilots will sign into the flight and duty when arriving at a Heliservicio facility and reporting for duty, and sign out at the completion of all duties (to include paperwork, engine rinse, etc.).

The maximum daily flight duty period for Pilots is 12 hours. If 12 hours are exceeded, the Pilot shall have a minimum of 10 hours of uninterrupted rest. The 10 hours begins at the time the Pilot arrives his quarters; transit to and from the quarters will not be considered rest.

NOTE: Some customers might restrict the duty day to less than 12 hours.

See Heliservicio document FRMS Chapter 3 3.2.1 (Manual Del Sistema de Gestión de Riesgos Asociados a la Fatiga) if the 12-hour duty day is exceeded.

1.4.6 Training

1.4.6.1 Flight Training

Instruction and check flights will be conducted on a scheduled and spot check basis. Pilots shall cooperate with the instructor during these flights.

No pilot may act as instructor or check pilot unless specifically authorized/designated to do so in writing. A pilot assigned as a company instructor will be trained and qualified for the type of training or checking he will provide for that type aircraft.

1.4.6.2 Recurrent Training

The Heliservicio Training Department schedules training IAW with current needs, requirements, and regulations. The Training Department notifies a pilot when he has a scheduled event. Pilots scheduled to attend recurrent training are notified by email of the specific location and date. Any pilot who has not received notice of recurrent training by the 15th of the month prior to their due month should contact the Training Department.

1.4.6.3 Pilot Qualification / Competency Check

Prior to acting as a pilot in Commercial operations, a pilot shall have completed a competency check flight in each type of aircraft for which he is qualified. In order for a pilot to be current, the competency check shall have been completed within the previous twelve month period.




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1.4.7 Briefing – 90 Day

a. Any pilot who has not flown over a route and into an airport or heliport within the preceding 90 days will, prior to beginning such a flight:

1) Review the route, navigation, area restrictions, radio frequencies, NOTAMS, and appropriate traffic information.

2) Be briefed as necessary by the Base Manager or Lead Pilot on any additional information necessary for the safe operation of that flight.

b. Briefings shall include, but are not limited to, the following applicable items. (To be done every time a 90 day period passes that the pilot has not flown in that area.).

1) Routes. 2) Offshore heliports. 3) Onshore heliports. 4) Hospital heliports. 5) Local traffic patterns. 6) Local airports. 7) NOTAMs, FRG, and FONs. 8) Where to get weather. 9) Refueling locations. 10) Local flight following procedures. 11) Base reading file. 12) Customer requirements. 13) Maintenance procedures. 14) Base safety representative.

c. Base Manager shall maintain records of all such briefings and requalification.

1.4.8 Pilot in Command Qualification

1.4.8.1 Recent Experience

All pilots shall have completed and logged three takeoffs and landings within the previous 90 days prior to acting as PIC with passengers on board. The landings must be completed in category (e.g. rotorcraft, airplane) and class (e.g., helicopter, multiengine land) and type when a type rating is required (e.g., S-92A). A takeoff and landing is considered to be one complete pattern; takeoff, crosswind, downwind, base, approach, and landing.

Prior to acting as PIC with passengers on board during the period from one hour after sunset to one hour prior to sunrise, a PIC shall have completed and logged three takeoffs and landings during this same time period within the preceding 90 days. Pilots who have completed and logged three-night takeoffs and landings are considered qualified to act as PIC with passengers onboard for night operations.

1.4.8.2 Recent Experience – Night

Prior to acting as PIC with passengers on board during the period from one hour after sunset to one hour prior to sunrise, a PIC shall have completed and logged three takeoffs and landings during this same time period within the preceding 90 days.




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Night Recency of experience is not required when takeoff or landing is accomplished less than one hour before sunrise or less than one hour after sunset.

1.4.8.3 Recent Experience – Night Offshore

Prior to acting as PIC with passengers onboard during the period from one hour after sunset to one hour prior to sunrise, a PIC shall have completed and logged three offshore helideck takeoffs and landings during this same time period within the preceding 90 days.

Prior to acting as PIC with passengers onboard during the period from one hour after sunset to one hour prior to sunrise, a PIC shall have completed a Line Check or Line Observation in Night Offshore Operations within the preceding 12 months. Simulator night offshore documented training meets this requirement.

1.4.8.4 Line Check

A pilot shall have completed a Line Check, which includes a flight over at least one appropriate route segment to include takeoffs and landings, within the previous 12 months prior to acting as PIC. The Line Check may be completed in any type of aircraft in which the pilot is qualified. The check pilot conducting the Line Check shall complete the appropriate documentation in accordance with the Heliservicio training program.

1.4.9 Pilot in Command Under IFR Qualification

1.4.9.1 Instrument Proficiency Check (IPC)

Prior to acting as PIC under IFR with an SIC, a pilot shall have completed an Instrument Proficiency Check within the previous twelve month period. Refer to Para 3.4 Basic Instrument Flight Proficiency Requirement for additional requirements.

1.4.10 Second in Command Qualification

Prior to acting as an SIC under IFR a pilot shall have either of the following:

1.4.10.1 Recent IFR Experience

Within the previous six months, performed and logged at least six instrument approaches, as well as holding procedures, and intercepting and tracking courses through the use of navigation systems.

1.4.10.2 Instrument Competency Check

Completed an Instrument Competency Check within the previous six months. The check pilot conducting the Instrument Competency Check shall log the successful completion of the appropriate documentation. Pilots may review qualifications on Air Maestro. Refer to Para 3.4 Basic Instrument Flight Proficiency Requirement for additional requirements.

1.4.11 Grace Provisions

RESERVED




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1.4.12 Checks Conducted in an Approved Simulator or Flight Training Device

All or portions of required checks may be conducted in an approved flight simulator or flight training device.

1.4.13 Reposition / Maintenance Check Flights

Heliservicio shall not assign, nor shall a pilot accept Operations/Ferry Flights or Maintenance Check Flights unless the pilot is comfortable with operation of the aircraft, has been previously qualified (or completed a Heliservicio course of ground and flight instruction), and has flown the aircraft within the previous 24 months. Exceptions will be approved by the Director of Operations. Consult with Training Department to ensure compliance prior to departure.

1.4.14 Recency Checks After Absence

NOTE: Recency checks for all pilots after more than 45 days of absence from flying duties will be documented and kept in the pilots training record for one year.

Recency checks for all pilots after more than 28 days of absence from flying will be performed in accordance with the follow table(s):

NOTE: A pilot performing administrative duties is not considered "absent from flying" until 60 days out of cockpit. On day 61, refer to the appropriate chart and category.

1.5 FLIGHT OPERATIONS

1.5.1 Dropping of Objects

The intentional dropping of any object from an aircraft requires permission from the Base Manager. The Base Manager shall ensure the PIC is briefed on all aspects of the flight to include:

a. Object(s) to be dropped. b. Aircraft configuration. c. Location of drop.




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d. Areas to be avoided during drop.

At the time of the drop, the PIC must use his judgment to ensure that the drop will not cause injury or damage to persons or property. If any doubt exists, do not drop the object(s).

1.5.2 Portable Electronic Devices (PEDs)

a. Except as provided in paragraphs b. and c. of this section, no portable electronic device may be operated on a Heliservicio aircraft while it is in flight.

b. Paragraph a. of this section does not apply to:

1) Portable voice recorders 2) Hearing aids 3) Heart pacemakers 4) Electric shavers

c. Paragraph a. of this section does not apply to any portable electronic device that Heliservicio has determined will not cause interference with the navigation or communication system of the aircraft on which it is to be used.

1.5.2.1 Crew Use of PED's

a. The use of personal cell phones, PDAs, laptop computers, iPods, MP3 players, personal GPS units, etc. by a pilot in the aircraft is prohibited, except as noted in item c. of this section. The use of cell phones by anyone is prohibited while in flight.

b. Heliservicio issued EFB's and Satellite phones shall only be used when their use is directly related to the administration, operation or safety of the flight, such as filing flight plans and performing weight and balance calculations. A satellite phone may be used to contact Heliservicio or customers in cruise flight to communicate administrative issues such as planning future flights and reporting ETA's, providing its use does not distract from critical flight duties.

c. The use of portable GPS units is permitted.

1.5.2.2 Passenger use of PED's

Larger electronic devices (computers, etc.) shall be turned off and packed in baggage. Cameras must be secured in baggage unless prior approval for use in the cabin is obtained from both Heliservicio and the Customer. The use of certain smaller portable electronic devices may be allowed when flying helicopters with Heliservicio as shown below.

a. Certain PED's or smaller portable electronic devices such as smart phones (Android, iPhone, Blackberry, etc.) , iPods, MP3 players, smaller tablets and e-Readers can be carried in the aircraft cabin and may be used during cruise flight conditions.

b. The device must be small enough as to allow storage in a passenger pant or jacket pocket. c. The device must be off and secured in a clothing pocket during helicopter safety video briefings,

both on and offshore, and transiting to and from the aircraft at the heliport and offshore helideck. d. The device must be capable of airplane mode and it shall be off and secured in a clothing pocket

or stowed in a seat pocket during ground taxi, takeoffs and landings and in turbulent flight conditions where flight crew will direct passengers to turn off and secure the PED.

e. Use of these devices will only be permitted during cruise flight and must be in the off position, secured at all other times.

f. If a device is inadvertently dropped, do not remove your seatbelt to retrieve it or ask anyone else




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to do so. Wait until after landing and instructed to remove your seatbelt before attempting to recover your device.

g. Lost or damaged devices are not the responsibility of Heliservicio or Customer. h. Use of wired in-ear headphones is authorized only during the timeframe the PEDs are authorized

to be used. Use of Bluetooth/wireless headphones is prohibited. The complete set of headphone cables shall be secured in a pant or jacket pocket at all times the PED also needs to be secured. Assure that cabin emergency PA announcement can still be heard when using headphones.

i. Passengers are responsible for maintaining the security of all items carried onto the aircraft. j. No video or other recordings are allowed unless specifically approved by Customer and

Heliservicio. k. Failure to comply with these instructions could result in denial of access to Heliservicio and/or

Customer contracted flights. l. Computers either laptop or notebook shall not be utilized in the helicopter cabin. All computers

must be turned off and stored in the baggage compartment for flight. Video, Cassette and disc players, computers, or other electronic equipment such as battery operated soldering irons must be declared at check-in. The listed electronic equipment may be allowed in passenger baggage but only if the power switch is placed in the off position or the batteries removed.

m. In-flight cell phone may result in false cockpit indications if a call is transmitted to the phone. It is imperative that cell phones be in airplane mode or off during flight.

1.5.3 Carriage of Drugs

The PIC may allow narcotic drugs, marihuana, and depressant or stimulant drugs onboard the aircraft when they are under the control of either certified medical or law enforcement personnel.

1.5.4 AFAC Admission

When an AFAC inspector presents himself, the pilot shall allow him free access to the aircraft cockpit. The Inspector should not interfere with the crew during operations.

When an AFAC Inspector requests to perform a route check, he shall be given a forward passenger seat with a headset.

If the Inspector will displace a passenger scheduled on the flight, the PIC shall inform the Inspector of this situation and allow the Inspector to decide if he will continue with the route check. The PIC shall agree with the AFAC Inspector's decision.

1.5.5 Prohibition Against Carriage of Weapons

Firearms may be carried on or about a person onboard Heliservicio aircraft by officials or employees of a municipality or a state, or of Mexico., who are authorized to carry arms.

Heliservicio employees may not carry firearms on or about their person onboard a Heliservicio aircraft.

1.5.6 Passengers and Cargo

1.5.6.1 Authorized Passengers

Only the following persons may be carried on board:

a. Flight crewmembers and flight crewmember trainees.




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b. Passengers assigned to the specific operation to which the aircraft is dedicated.

No person may operate a company aircraft, nor may any guests accompany crew members, for any purpose other than that required for company or customer business without prior approval from a Company Officer, or Base manager.

1.5.6.2 Passenger Control

1.5.6.2.1 Passengers on Ramp

All passengers shall be escorted on the ramp by authorized personnel. Unescorted passengers may be permitted on the ramp if they are briefed and authorized by appropriate personnel.

1.5.6.2.2 Passenger Loading and Unloading

a. Passenger loading and unloading shall not be accomplished in winds greater than 60 knots. b. The pilot shall not release the flight controls with personnel inside or within 20 feet of the rotor

system, or on the helideck (clear deck). c. No one shall approach or depart the aircraft (under the rotor system) during initial start or shut

down. d. In two pilot crews, where no HLO or crewchief is present, the pilot monitoring (PM) shall

supervise the loading and unloading of passengers and cargo. The PM will ensure number of passengers and cargo weight is reflected on the applicable manifest. Upon completion of loading, the PM will ensure proper security of passengers, cargo, and doors. The PM will communicate to the PF: number of passengers and pounds of cargo on board, doors and passengers are secured, changes, if any, loading is complete, and weight and balance verified and within limits.

e. If the aircraft is to be shut down after landing, passengers are to remain on board until the rotors have come to a complete stop. This procedure does not preclude offloading passengers then repositioning the aircraft for shutdown.

1.5.6.3 Carriage of Cargo Including Carry-on Baggage

a. The PIC is responsible for the supervision and proper loading of all cargo (including checked baggage) and carry-on baggage.

b. The pilot will ensure:

1) It is loaded within weight and balance limits. 2) It does not impose any load on seats or on the floor structure that exceeds the load limitation

for those components. 3) It is carried in an approved bin or compartment. 4) That cargo is secured by an approved means. 5) That carry-on baggage is restrained so as to prevent its movement during air turbulence.

NOTE: If hot-loading passengers and/or cargo, the air crewmember supervising the on load or off load will relay to the PF (Pilot on the controls during load/unload) upon completion:

1) Number of Passengers on board 2) Passengers are secured 3) Total weight of cargo on board 4) Cargo secured 5) Fuel cap and cowlings secured

c. Cargo and carry-on baggage shall not be located in a position that obstructs the access to, or




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use of, any emergency or regular exit which would normally be accessible from the compartment in which the passenger is seated. It shall not be located in a position that obstructs the use of the aisle between the crew and the passenger compartment, or located in a position that obscures any passenger's view of the “seatbelt” sign, “no smoking” sign or any required exit sign.

d. Cargo or carry-on baggage shall not be stowed under a passenger seat. e. For cargo only operations (flight crew only) the above paragraph does not apply if the cargo is

loaded so that at least one emergency or regular exit is available to provide all occupants of the aircraft a means of unobstructed exit from the aircraft if an emergency occurs.

f. Prior to loading any object four feet or over in length, the aircraft shall be shut down and the rotor stopped. This is to prevent a possible blade strike. If qualified persons are handling each end of objects longer than four feet, they may be loaded with the rotor turning.

g. If any cargo is Hazardous Material, refer to the Hazardous Program and Acceptance guide. h. All personal items (flight crew) must be secured prior to flight. No loose articles are allowed on

the flight deck. Pilots will be responsible to ensure all items are removed/secured from the cockpit at the end of the day. Flight bags (flight crew only) may be left in the aircraft provided all equipment is secured within it in the event it must be moved to facilitate daily maintenance.

1.5.6.4 Briefing of Passengers

a. Before each takeoff the PIC shall ensure that all passengers have been briefed. b. Whether the briefing is given orally or by play-back device, the following information will be

covered

1) Smoking: Smoking is not allowed in Heliservicio aircraft. 2) Alcohol: No person may drink any alcoholic beverage aboard an aircraft. 3) Use of Seatbelts and Shoulder Harnesses: Seatbelts and shoulder harnesses (if installed)

must be fastened during all flights. Do not unfasten the belts until the aircraft is completely on the ground.

4) Seat Backs: Seat backs are to be placed in an upright position before takeoff and landing.

5) Doors and Emergency Exits: Location of passenger entry doors, emergency exits, and the means for opening passenger entry doors and emergency exits.

6) Lighted Passenger Signs: Compliance with the lighted passenger information signs. 7) Survival Equipment: Location of survival equipment (life rafts, EPIRB's, emergency kits, etc.). 8) Ditching Procedures: In the event of a forced landing at sea, the float landing gear is capable

of supporting the helicopter; however, life vests are to be worn on all over water flights. In the event it becomes necessary to use the vest, they are inflated by a quick pull on the two lanyards, if two lanyards are installed, at the bottom of the vest. Do not inflate a vest in the aircraft; be sure you are well clear of the aircraft before inflation. If a life vest should lose some of its buoyancy after inflation, the lost air can be replaced by blowing into one of the oral tubes located on each side of the vest. One tube inflates the front section and the other tube inflates the rear section.

9) Location and Use of the Fire Extinguishers: To use the fire extinguisher, remove it from the mounting bracket, pull the safety pin, point the nozzle at the base of the flame, and depress the extinguisher handle. Spray the agent until the bottle is empty or the fire is extinguished. Use other extinguisher as required or available. Do not use the fire extinguisher in an enclosed area unless directed by the pilot, unless open flames are visible, or time is a major constraint.




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10) Ground Operations: During ground operations, never walk in back of the helicopter or under the tailboom. Avoid the tail rotor area completely. Keep head and objects low when near or under main rotor blades. Do not approach or depart the helicopter without the pilot's approval. Do not approach or depart the helicopter from straight out in front. Use 45 degrees angle in sight from either side.

11) PED: Cellular telephones and other non-approved devices shall be powered off or in airplane mode at all times. The use of approved devices is permitted in cruise flight only.

12) Before takeoff the PIC shall ensure that each person who may need the assistance of another person to move expeditiously to an exit if an emergency occurs and that person's attendant, if any, has received a briefing as to the procedures to be followed if an evacuation occurs. This paragraph does not apply to a person who has been given a briefing on a previous leg or flight in the same aircraft.

13) In addition to the briefing, the following procedures will be adhered to: No passenger who appears intoxicated will be carried aboard the aircraft.

14) Altitudes: If the flight involves operations above 12,000 feet MSL, the normal and emergency use of oxygen will be covered.

15) Supplemental Briefing Cards: The Supplemental Briefing Cards are located on each passenger seat pocket.

c. When a passenger briefing system is installed, it shall be used in addition to any oral or video briefings conducted outside the aircraft by non crewmembers, or other authorized persons. Additionally:

1) A crewmember must monitor the briefing to ensure sound quality and volume are understandable, and the briefing is played in its entirety before takeoff.

2) All passengers must be seated with seatbelt fastened. 3) Main cabin doors closed when possible to reduce ambient noise. 4) If the briefing system malfunctions a complete oral briefing will be given by a crewmember.

NOTE: No person may assault, threaten, intimidate, or interfere with a crewmember in the performance of the crewmember's duties aboard an aircraft being operated under this part.

1.5.6.5 Use of Safety Belts and Child Restraint Systems

Seatbelts and shoulder harnesses (if installed) of all occupants (to include crewmembers) must be fastened during all flights. They shall be fastened prior to the first movement of the aircraft for takeoff and remained fastened until the aircraft is completely stopped on the ground.

1.5.7 Restricted Category Operations

Aircraft operated with a restricted category airworthiness certificate may be operated in accordance with the restricted category limitations issued with the certificate.

1.5.8 Flight Over Congested Areas

Unless otherwise specified in the restricted category limitations, restricted category aircraft are not to be flown over densely populated areas, in congested airways, or near busy airports where passenger transport operations are conducted.




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1.6 FLIGHT PLANS / FLIGHT LOCATING

1.6.1 Flight Plans

All Company aircraft will be on a flight plan. Heliservicio pilots shall file an ICAO flight plan through the Dispatch Center for all flights, including local training and maintenance check flights.

1.6.2 Flight Locating

1.6.2.1 Enroute Flight Plans

An enroute flight plan shall be filed by radio, telephone, SATPHONE if installed, etc. for all cross-country flights. The order of information should be as noted below:

Aircraft Call Sign - Departure Point - Destination - ETA - Number Onboard - Fuel

a. Aircraft Identification: Heliservicio aircraft use the prefix “XA-_ _ _”.

NOTE: Aircraft identification as noted above will be used at all times.

b. Departure point and Destination should reference an onshore/offshore geographic location or vessel / rig name.

c. Estimated time of arrival (ETA) is stated as UTC for arrival at the destination. d. The Number Onboard includes all passengers and pilot(s). e. The current Fuel onboard is reported in hours and minutes including fuel reserves.

1.6.2.2 Position Reports

A 15 minute position report shall be transmitted to the communications center, via radio or SATPHONE, except as follows:

a. If an automatic flight locating system (i.e., Outerlink, SkyRouter, etc.) is installed and operating. b. If the aircraft is on an IFR flight plan. c. When communications capability does not allow a position report and alternative communication

methods have been established.

Report in the following format: Aircraft Call Sign, Position, Altitude, Fuel remaining & ETA.

Position may be given by LAT/LONG or major terrain features if over land. The announcement of altitude aids other aircraft in seeing and avoiding.

Aircraft equipped with automatic flight locating (i.e., Outerlink, SkyRouter, etc.) are not required to radio position reports unless customer requirements dictate otherwise.

1.6.2.3 Overdue Aircraft Procedures

In the event of a forced landing, the pilot shall remain on the frequency appropriate for that area unless he is directed otherwise. If after landing the pilot has an operable radio, but has not established contact and his ETA has passed, the pilot should attempt to conserve radio battery by making a distress call at 15 minute intervals. Those intervals should be on the hour, 15, 30, and 45 minutes after the hour, or when the pilot has an aircraft in sight. When an aircraft is known to be in distress, all aircraft on that frequency will be expected to maintain a listening watch for five minutes after each 15 minute interval.

Dispatch personnel tracking an aircraft's flight plan shall begin a radio search as follows:




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1.6.2.3.1 Aircraft Five Minutes Overdue

a. Check with the destination via radio or telephone. b. Have airborne aircraft assist in trying to establish contact. c. Check other stations for possible closing of flight plan on other frequencies.

1.6.2.3.2 Aircraft Ten Minutes Overdue

Notify the Base Manager of the aircraft's failure to report arriving at its destination and give the following information:

a. Aircraft identification. b. Flight plan. c. Number of persons aboard. d. Weather, wind, and sea conditions. e. Search efforts that have been initiated. f. List other aircraft flight plans in the area of the missing aircraft's destination and flight path.

1.6.3 Electronic Flight Bag (EFB) Procedures

1.6.3.1 Authorization

Heliservicio pilots are authorized to conduct operations using an EFB.

1.6.3.2 Training

Pilots receive initial training specific to the EFB during New Hire Basic Indoctrination and during aircraft transition training. Presentations, reading files, videos, and hands on training are methods used to ensure pilot proficiency.

Reference material/EFB manual: a PDF copy of the EFB manual and training videos are located on the EFB desktop.

1.6.3.3 Normal Procedures

a. Heliservicio uses the EFB for:

1) Verify weight and balance. 2) Flight planning. 3) Aeronautical Navigation, Departures, and Approaches. 4) Filing ICAO flight plans. 5) Filing company flight plans. 6) Recording of flight time and electronic flight sheet. 7) Communication (text messages with communication center). 8) Digital access to reference material. 9) Passenger briefing.

b. Only EFBs issued by the company to the individuals or assigned to the aircraft are to be used. Use of personal EFBs, excluding ForeFlight, is not authorized in Heliservicio aircraft.

NOTE: The EFB must be secured in mount or stowed during all takeoffs and landings.

c. It is the responsibility of the pilot/crew assigned to the aircraft to ensure that the EFB is fully functional, synchronized, and has sufficient battery charge for safe completion of flight.




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d. Crews will ensure all EFB updates are completed prior to the first flight of each day. e. The crew should synchronize the EFB at the start of each day, to ensure database currency.

Synchronization of the EFB is not required between flights. All database updates are provided through the synchronization process.

f. For aircraft equipped with a power supply, the EFB should be connected to the power outlet via the equipment supplied to ensure that the battery remains charged.

g. When not in use, the EFB and/or remote screen should be stowed in the appropriate compartment.

h. Ensure that all aircraft, navigation, and crew information in the EFB (weight and balance information from the current Form C, total flight time etc.) is current and accurate. This information includes:

1) Weight and balance information from the current Form C. 2) Total flight time. 3) Crew names and weights. 4) Navigation information to include winds and temperature aloft, altimeter, calibrated airspeed,

fuel burn, time to climb, and reserve fuel.

i. Weight and balance calculation on the EFB will only be accomplished using Heliservicio authorized software.

j. The EFB weight and balance programs will be issued in conjunction with the current approved methods. The EFB weight and balance programs are used for testing and validation only and are not the official weight and balance procedure.

k. The pilot flying should refrain from using the EFB for computations or composing messages in flight.

l. At the end of the flying day, flight sheets must be saved and all required information must be uploaded to the company server.




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1.6.3.4 Pilot Duty Symbol Codes

Pilot Night Unaided PNU

Pilot Night Aided PNA

NVG Events (Number)

Pilot Hood PH

Pilot Weather PW

Co-Pilot CP

Co-Pilot Night Unaided CPNU

Co-Pilot Night Aided CPNA

Co-Pilot Weather CPW

Instructor Day ID

Instructor I

Dual Day D

Dual Hood DH

Dual Night DN

1.6.3.5 Alternate Procedures

The NEF allows aircraft operations if the EFB is inoperative. Use alternate means to compute weight and balance (i.e., long hand or loading schedule/selective passenger loading as appropriate), flight planning and flight time.

If the EFB data conflicts with other sources ensure the update is not required, report the conflict to the Base manager, and discontinue use of the device.

Synchronization in remote locations: Synchronization of the EFB requires internet connection. At offshore or other remote locations this action may not be feasible. Synchronization should be performed once the aircraft returns to a Heliservicio base.

No changes to the EFB configuration are to be made by individuals unless directed by the Base Manager.

1.7 PREFLIGHT DEPARTURE

1.7.1 Documentation

Prior to a customer flight, the PIC shall ensure that a Heliservicio approved manifest is prepared and carried onboard the aircraft. Refer to Para 1.11.1, Manifests for additional information.

1.7.2 Weather Requirements

1.7.2.1 Authorized Sources

The following are authorized weather sources for all onshore or offshore VFR / IFR flights:

a. Servicios a la Navegación en el Espacio Aéreo Mexicano (SENEAM) b. ForeFlight




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c. Approved offshore sources (Rigs and Ships). d. Contracted company for weather. The contracted company must be able to at a minimum

provide ceiling and visibility forecasts for the offshore area or operations.

1.7.2.2 Weather Reports and Forecasts

When available, pilots are required to obtain weather reports and/or forecasts for VFR flights not in the immediate vicinity of their takeoff point. If reports and/or forecasts are not available, pilots of VFR flights may use their own observation, or those of our customers, who in the pilot's judgment are capable of providing a competent observation.

All weather reports and forecasts which contain “FMHH,” “BECMG,” “PROB,” “TEMPO” or any other conditional words, must be interpreted as actual weather, and used as appropriate weather when selecting VFR or IFR destinations or alternates.

Refer to Para. 4.6.4, Weather for additional weather requirements.

1.7.3 VFR: Ceiling and Visibility Requirements

Heliservicio aircraft shall not be operated in weather conditions less than those prescribed in Mexico AIP, ENR 1.2 Reglas de Vuelo Visual and this manual.

Some customers may require higher minimums. Consult the Customer Requirements section for this information.

NOTE 1: Some airports may have lower weather minima due to having specified VFR corridors with published procedures in the Mexico AIP. If minimums are lower, and the crew has been trained on the corridors/procedures, they are acceptable for arrival and departure only up to the limit of the published corridors. Beyond the limit of the corridor, cross-country minimums shall apply.

NOTE 2: While in flight, pilots shall be able to maintain an altitude and visibility appropriate to the applicable prescribed minimum.

Example: a flight may dispatch offshore at the Dual Pilot VFR limitation of 600/3. During the flight the crew must be able to maintain 600 feet AND 3 statute miles visibility at 600 feet.

The above Example does not constitute a requirement to fly at a specific altitude, but is intended to clarify how weather minimums are to be applied while enroute. It is recommended that when operating at or near VFR minimums that the highest appropriate altitude be utilized.

1.7.3.1 VFR Helicopter Surface Reference

Pilots flying VFR shall maintain sufficient visual surface reference, or at night, visual surface light reference, for:

a. Navigation and control of the aircraft to the surface without the aid of aircraft instruments. b. An emergency descent and landing without the aid of aircraft instruments. c. Terrain avoidance.

1.7.3.2 Over Land

Local area: for the purposes of this section, the local area is defined as the airspace within 10nm of an established Heliservicio base of operations.

Special VFR: when weather is below VFR, pilots may request Special VFR IAW ENR 1.2.8, Mexico AIP.




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a. Aircraft Operated Single Pilot, or Dual Pilot Aircraft/Crew Limitation. Example, Crew not IFR rated, or S-92 MEL with VFR only restriction.

1) Ceiling 1000 and visibility 3 statute miles. 2) Local area: ceiling 1000 feet and visibility 1 statute mile. Example, Maintenance Check Flight.

b. IFR Aircraft, Operated with Dual Pilot IFR Crew. Example, S-92 filing VFR.

1) Ceiling 1000 feet and visibility 2 statute miles. 2) Local area: ceiling 600 feet and visibility 1 statute mile. Example, Maintenance Check Flight.

1.7.3.3 Over Water

Aircraft may launch with lower minimums IAW the provisions and requirements of Note 1.

a. Aircraft Operated Single Pilot, or Dual Pilot Aircraft/Crew Limitation. Example, Crew not IFR rated, or S-92 MEL with VFR only restriction. Ceiling 600 feet and visibility 3 statute miles. S-92: ceiling 1000 feet and visibility 3 statute

miles.

b. IFR Aircraft, Operated with Dual Pilot IFR Crew. Example, S-92 filing VFR. Ceiling 600 feet and visibility 2 statute miles. S-92: ceiling 1000 feet and visibility 2 statute

miles.

1.7.3.4 Night Minimums – All Aircraft/Crew Combinations Onshore & Offshore:

a. Cross Country: ceiling 1500 feet and visibility 3 statute miles. b. Local area: ceiling 700 feet and visibility 3 statute miles. Example, traffic pattern training flight.

1.7.3.5 Reduced Visibility Operations

Refer to Para 4.11.1, Automation Section, and Para 1.7.3.1, VFR Helicopter Surface Reference.

When operating dual piloted IFR aircraft in conditions of ceiling less than 800 feet and/or 3 sm. miles visibility, the crew shall brief the following prior to takeoff or landing:

a. Takeoff Briefing Reduced VIS:

1) Winds and takeoff direction. 2) Takeoff procedures if not PC2. 3) Obstructions. 4) OEI options during takeoff. 5) Inadvertent IMC. 6) Crew callouts to include target altitudes and airspeeds.

b. Landing Briefing Reduced VIS:

1) Winds and approach direction. 2) Obstructions. 3) Landing procedures and OEI options if not PC2. 4) Inadvertent IMC. 5) Go Around (target power and attitude). 6) Crew callouts to include target altitudes and airspeeds.

1.7.4 Enhanced Operational Control

Refer to Para 2.6, Enhanced Operational Control Procedures.




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1.7.4.1 Responsibilities

a. Pilots are responsible to check the EOC condition during preflight planning. b. Pilots shall provide PIREPS as required by the EOC condition.

NOTE: Whenever a pilot encounters a potentially hazardous meteorological condition or an irregularity in a ground facility or navigation aid in flight, the knowledge of which the pilot considers essential to the safety of other flights, the pilot shall notify the Dispatch Office and an appropriate ground radio station as soon as practicable.

1.7.4.2 Procedures

Refer to Para 2.6, Enhanced Operational Control Procedures.

1.7.5 Fuel Supply

Refer to Para 4.6.2, Fuel Planning for additional fuel requirements.

1.7.5.1 VFR – Overland and Offshore

Plan sufficient fuel to complete the flight to the destination with a minimum of:

a. A 20-minute fuel reserve at best range speed, plus 10% trip fuel; or b. A 30-minute fuel reserve, whichever is greater; plus c. Any additional amount of fuel for contingencies.

1.7.5.2 Over Water – All Aircraft – Round Trip Fuel

VFR: Ceiling and visibility less than 1000 feet and 5 statute miles (1500’ and 5 statute miles at night): plan sufficient fuel to complete the flight with adequate fuel to return to an authorized onshore airport/heliport with a 30 minute fuel reserve at best range speed, plus 10% trip fuel, and any additional amount of fuel for contingencies.

IFR: Refer to Para 3.2.2, IFR Fuel Requirements.

1.7.6 Special Use Airspace

a. Prior to entering any Danger, Restricted, Prohibited or NOTAM Area, pilots of Heliservicio aircraft shall ascertain the status of that airspace by contacting a Heliservicio Operations or the appropriate Controlling Agency.

b. If the area is active, do not proceed into that area unless contact is made with the agency that controls the area, and it is ensured that a hazard to flight does not exist. Base managers must assist pilots in deciding if and when operations are to be conducted in these areas when active.

1.7.7 Heliservicio NOTAMs

When available, pilots shall review Heliservicio NOTAMs for information which may affect their operation.

1.7.8 Base Reading File / Read and Initial Binder

Pilot shall be familiar with the information contained in the Base Reading File. Each Base Reading file shall contain, at a minimum:

a. No-Fly Areas, including Wilderness and Primitive areas, and Special-Use airspace. b. Local area traffic pattern procedures.




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c. Local airports including Letters of Agreement. d. Heliport procedures, including parking, refueling, communications, passenger and cargo

handling. e. Customer requirements and job description. f. Local maintenance procedures including the location of operational check flight areas g. Location of flight planning resources, including inadvertent IMC recovery procedures pertinent

to the local area.

1.7.9 Fueling

Additional details regarding fuel procedures are located in the Heliservicio Fuel Management Manual located in the maintenance office.

1.7.9.1 All Fueling Operations

Refueling shall be accomplished by qualified individuals only. Heliservicio pilots are not qualified to refuel helicopters unless certified by SCT Authority.

1.7.9.2 Helicopter Rapid Refueling Procedures – Hot Refueling

Helicopter Rapid Refueling (HRR), engine(s)/rotors operating, can be conducted safely when utilizing trained personnel and observing safe practices. Therefore the following HRR procedures and conditions shall be followed:

a. A qualified pilot shall be at the controls and the refueler shall be a Heliservicio employee or an individual verified (i.e., Helicopter Fueling Authorization card or oral verification of training) as having completed Helicopter Fueling Training.

b. Reduce power to idle RPM unless conditions dictate otherwise. c. Passengers may remain onboard during HRR. Passengers will be briefed on an evacuation

route to follow to clear the area. Additionally, the door(s) opposite the fueling point shall be open to facilitate emergency egress. If necessary for safety or required by the customer, discharge passengers to a safe waiting area prior to commencing HRR operations.

d. All doors, windows, and access points allowing entry to the interior of the helicopter that are adjacent to or in the immediate vicinity of the fuel inlet ports should be kept closed during HRR operations.

e. Do not board or disembark passengers during HRR operations nor should cargo be loaded or unloaded.

f. Confirm with ground personnel that refueling equipment has been removed from the landing area, is properly stowed and locked prior to takeoff.

1.8 ENROUTE

1.8.1 Operating Near Other Aircraft / Formation Flights

Pilots shall not conduct formation flights with passengers for hire onboard the aircraft.

All formation flights shall be approved by the Director of Operations and the Base Manager. Formation flights shall be thoroughly briefed by all pilots involved. Formation flights shall not be conducted any closer than two rotor diameters distance based on the largest rotor diameter.

1.8.2 Restriction or Suspension of Operations

Pilots shall immediately comply with Heliservicio or official government instructions regarding restriction or suspension of a flight unless there is an imminent threat to flight safety.




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Refer to Para 2.6, Enhanced Operational Control Procedures for additional information.

1.9 ARRIVAL

Refer to Chapter 4, Flight Operations, for all applicable sections.

1.9.1 Obtaining Meteorological Information – MET Data

Where available, pilots shall request MET Information on initial contact with the facility. The initial call shall be made in accordance with customer requirements (i.e., 20 minutes, etc.) The minimum information given should include wind direction and velocity.

1.10 BIRD STRIKE AVOIDANCE

1.10.1 General Information on Bird Strikes

a. Most (51 percent) occur during late April and October. b. Most (92 percent) occur below 3000 feet. c. 73 percent occur below 500 feet. d. 62 percent occur during the day.

1.10.2 Precautions

a. Fly as high as practical. b. Avoid landfills, bird sanctuaries, fisheries. c. Be aware of bird migration patterns in your area. d. Keep landing or pulse lights on. e. Climb to avoid birds when they are in your flight path. f. Helmets shall be worn with Visors down in flight. g. In exceptional cases, and under Heliservicio management approval ANSI approved

glasses/sunglasses may be worn in flight. h. Report bird strikes. i. Discuss bird strike avoidance with crews.

1.10.3 Bird Strike Mitigation

Anytime operations are conducted below 1000 feet AGL and within the boundaries posted below, the maximum airspeed shall be less than 100 KIAS.

NOTE 1: When conducting IFR operations or maintenance/operational check flights within the bird mitigation boundaries, aircrews should comply with the bird strike mitigation when able.

NOTE 2: Aircrews conducting training flights shall comply with the bird strike mitigation when operating within the boundary.




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1.10.4 Bird Strike Boundary/Avoidance Areas

The bird strike boundary area extends inland from a line 5 nm offshore of the coastline, up to and including the entire inland area. Below are the coordinates delineating the avoidance area.

FDM# Coordinates:

North West

1. 23° 01’ 55.7” 097° 40’ 13.5”

2. 22° 30’ 48.2” 097° 45’ 25.2”

3. 22° 16’ 11.4” 097° 41’ 33.8”

4. 21° 50’ 28.2” 097° 30’ 35.7”

5. 21° 36’ 58.0” 097° 15’ 31.1”

6. 21° 13’ 09.7” 097° 19’ 39.6”

7. 19° 53’ 41.4” 096° 22’ 32.0”

8. 19° 15’ 10.9” 096° 02’ 41.9”

9. 18° 51’ 32.1” 095° 42’ 04.6”




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1.10.4.1 Bird strike Avoidance Area – Tampico

1.10.4.2 Bird strike Avoidance Area – Veracruz

1.10.5 Post Bird Strike Actions

If a bird strike occurs or is suspected to have occurred, the PIC shall immediately assess the airworthiness of the aircraft. If the aircraft has been rendered unairworthy (i.e., windows are broken, crew are injured, flight controls are binding, engine parameters are abnormal, etc.), the pilot shall land




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the aircraft as soon as possible to prevent further damage or injury. If the aircraft remains airworthy, the PIC may elect to land as soon as practicable continuing the flight until a landing can be made at an improved site or facility. After the aircraft is shutdown the crew will contact maintenance and review affected areas specific to where the strike occurred. If there is no damage found and both maintenance and pilots determine the aircraft is still airworthy then the flight may continue after operational management assessment. If damage is present or if airworthiness is in question, then maintenance will be dispatched and the aircraft will be considered AOG until released by maintenance.

NOTE 1: A precautionary landing at an improved helipad, heliport or airport is preferred to an offsite landing, unmanned platform, or open water for safety and logistical reasons. When selecting a place to land the pilot should consider the safety of the aircraft, the crew, the security of the aircraft, and the accessibility of the aircraft to maintenance support but safety of the occupants is the primary concern.

NOTE 2: “Management assessment” means a manager with “operational control” authority has reviewed the information and discussed it with both maintenance and pilots and he has determined that no discrepancy exist and aircraft is still in airworthy condition, he may then approve continuing operations.

1.10.6 Post Bird Strike Reporting Procedures

Pilots or land staff are obliged to report, when by any circumstance a danger arises within the development of their activities and it is necessary to inform immediately using any of the Reporte de Irregularidad forms, code F020, or Damage Report Due To Bird Hazard, code F015, as applicable.

1.10.6.1 Table 9 - Post Bird Strike Procedures

Post Bird Strike Procedures Suspected Actual

Land the aircraft, at the PICs discretion either "as soon as practicable" or "as soon as possible" depending on PIC's in-flight assessment of damage

X X

After landing the aircraft must be visually assessed by pilot in coordination with maintenance.

X X

O&G: Initiate visual assessment and coordinate with maintenance. Operational Management Assessment needed prior to next flight.

X

X

As soon as possible following the bird strike contact the Heliservicio Communication/Dispatch Center

X X

As soon as practicable, print, fill out, and submit the Bird Strike Report

Not required if no bird residue found

X




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1.11 REPORTS AND FORMS

1.11.1 Manifests

Manifests are to be used on all customer flights. All flights involving the manifesting of passengers or cargo will be entered accurately and entirely. All stops and embarkation or debarkation must be correctly entered.

Manifests are used to:

a. Support charges to customers. b. Compile statistical information. c. Record aircraft activity.

Provide special pilot remarks that will assist others in understanding the nature of the flight or unusual aspects of same.

It is the pilot's responsibility to complete the manifest for the type aircraft he is flying, and attach the manifest to the flight sheets at the end of the day for distribution.

Where feasible, a copy of the manifest should be left at the departure point with a responsible party who will be instructed to retain the manifest until the flight has arrived at its final destination.

If the aircraft flies for more than one customer in one day, a separate manifest will be completed for each customer. In addition, any time a pilot or aircraft is changed out for any reason while flying for a customer, separate manifests will be completed for each pilot or aircraft used for that customer.

All manifests will be maintained locally at each bases admin office for at least 30 days.

1.11.2 Engineering Report

The following sections of the Engineering Report must be completed by the pilot at the end of each day. The information is derived from the flight manifest(s) and Daily Flight Sheet(s). For additional information, refer to Chapter 3, Para 3.23 of Heliservicio MGO.

a. Location/Airport (Loc/Aeropuerto). Three- or four-letter identifier preferred. b. Date (Fecha). Utilize the following example format: 01-Jan-2021 c. Type of Flight (Tipo de Vuelo). Customer name if a customer flight; HS if the flight was for

Heliservicio. All Operational Check Flights (MNT) require a separate entry. d. Crew (Tripulación). Last name of PIC / SIC. e. Ruta (Route of flight). Three- or four-letter identifier. f. Hora (Time) (UTC). Takeoff and landing time for each flight leg. g. Times (Tiempos de). The flight time computed from item f. above. h. Engine Starts (ST). Number of engine starts or cycles, as required. Refer to the specific

aircraft requirements in the Flight Operations Chapter. i. Takeoffs (TO). Number of takeoffs. j. Refuel amount (Recarga Combustible). Enter amount in liters followed by the location. k. Power Check (EPAC). Check appropriate block. l. Remarks and Discrepancies (Reporte de Irregularidades). Enter any maintenance discrepancy

discovered. m. Preflight/AVSEC (Pre-Vuelo/AVSEC). Sign. n. Post Flight Airworthiness Release (Post Vuelo/Aeronavegable). Check appropriate sign.




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1.11.3 Occurrence Report – Reporte de Irregularidad

An Occurrence Report shall be completed by the pilot or any other involved employee and provided to the Manager as soon as practical, whenever:

a. There is any malfunction of aircraft components or equipment. b. Customer time is lost because of aircraft problems. c. Unusual circumstances cause damage or threaten damage to an aircraft, nearby property, or

personnel. d. A precautionary landing is made due to maintenance malfunction. e. An unscheduled landing is made to an unimproved landing site (i.e., weather, mechanical

malfunction, unruly passenger, etc.). f. If a flight lands at a location other than the intended destination due to weather, including return

to point of departure.




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CHAPTER 2. OFFSHORE OPERATIONS

2.1 GENERAL

2.1.1 Hours of Operation – Multi-Engine Helicopters

When operated single pilot over water, may be operated until sunset.

When flown dual pilot, may be operated day and night, over land and over water.

NOTE: Some customers' requirements may differ. Consult the base copy of the Customer Requirement book for this information.

2.2 PREFLIGHT/DEPARTURE

2.2.1 VFR – Ceiling and Visibility Requirements

Refer to Para 1.7.3, VFR Ceiling and Visibility Requirements

2.2.2 Wind Limitations

Refer to Para 4.5.4.2 High Wind Conditions, and Para 1.5.6.2.2 Passenger Loading and Unloading.

2.2.3 Passenger Loading and Unloading

Refer to Para 1.5.6.2.2, Passenger Loading and Unloading

2.3 ENROUTE

2.3.1 Flight Plan

Refer to Para 1.6.1.

2.3.2 Altitudes

a. Maximum altitude for Gulf of Mexico helicopter operations is 10,000 feet MSL. b. Enroute cruising altitudes shall be according to AIP or as approved by ATC.

2.4 ARRIVAL

No PIC may use any airport/heliport/helideck unless it is adequate for the proposed operation, considering such items as size, surface, obstructions, and lighting.

2.4.1 Helideck Offshore

In order to align Heliservicio operations with ICAO recognized offshore helideck standards, the guidance in this section will apply to operating on any offshore/elevated helideck.

2.4.1.1 Helideck Guide

a. A standard helideck is constructed with a solid, non-perforated surface. An other than standard helideck can be made from expanded metal, grating, wood, etc. Landings to helidecks other than standard must be approved by a Base Manager/Chief Pilot.

b. Helicopters with wheels are prohibited from landing on wooden helidecks unless the deck is marked with a weight limit and the aircraft's weight is equal to or less than the marked limit.




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c. Helicopters with skids shall not conduct operations on a landing surface covered with a rope net stretched across the landing deck. Helicopters with wheels may conduct operations on surfaces covered with rope net if the net is in good condition.

2.4.1.2 Landing Deck Marking

The helideck limitation is indicated to the maximum allowable weight to the nearest thousand pounds. Below the maximum allowable weight is the helideck dimension, shown to the nearest foot. Square, octagonal, hexagonal, pentagonal, or circular decks, are shown as one number, but a rectangular deck is shown width x length (this number does not include the solid safety shelf or safety fence).

2.4.1.3 Landing Deck Size

To take full advantage of ground effect, the solid surface area provided by the landing area should be equal to or greater than one times the D-Value. Experience has shown that an area equal to the rotor diameter can be used satisfactorily; however, any increase in size will improve performance and may accommodate a larger helicopter.

a. Light helicopters may operate to/from helidecks less than .83D but no lower than .62D. Pilots should predict aircraft performance using the appropriate charts prior to commencing operations.

b. Minimum restricted category for medium helicopters will be a 40-foot diameter with no obstructions.

c. Minimum restricted category for large (i.e., S-92) helicopters will be individually approved based on size and structural capacity.

NOTE: For purposes of evacuating personnel in an emergency, or because of illness or injury, heliports not meeting the minimum restricted category for that model helicopter may be used at reduced gross weight at pilot discretion. Consideration must be given to aircraft performance and structural strength of the helideck, as well as safe rotor clearance and personnel safety.




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2.4.1.3.1 Figure 1 – Helideck Category

Unrestricted Category Helideck Restricted Category Helideck

2.4.1.3.2 Unrestricted Category Helideck

Helidecks with ground effect area equal to or greater than .83 times the D-Value are considered unrestricted. This area may include a safety shelf but not a safety fence since it does not aid in providing ground effect. Refer to Figure 1 above for depiction and comparison.

2.4.1.3.3 Restricted Category Helideck

A restricted category helideck is one that has an available ground effect area less than 0.83 times the D-Value. Due to a reduced surface area, the pilot may have to reduce gross weight to operate safely. Refer to Figure 1 above for depiction and comparison.

Example. In the restricted category helideck depicted in the figure above, the landing area is 24 feet, the same dimension as the unrestricted category helideck. However, the helideck on the right is surrounded by a safety fence, which does not add to the ground effect area, making the deck restricted category for the example aircraft.

When operations are conducted to/from a restricted category helideck, the pilot should use the aircraft Hover Out of Ground Effect (HOGE) chart as a guide in the determination of appropriate operating weight. Use of this chart does not constitute a limitation, but is a reliable guideline for planning purposes.




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2.4.1.4 Figure 2 – D-Value Helideck Size Guide

Aircraft Type

D-Value Meters

D-Value Feet

Min Helideck Size at 0.83D Meters / Feet

Rotor Diameter Meters

Rotor Diameter

Feet Max Landing Weight – KG

Max Landing Weight – LBS

S-92A 20.90 68.55 17.35 / 56.90 17.17 56.32 12045 26500

AW139 16.62 54.55 13.80/45.28 13.8 45.27 6800 14991

Bell 429 13.11 43 10.90/35.70 5.49 18 3401 7,500

Bell 412 17.0 56.2 15.19 / 49.8 14.0 46.0 5398 11900

NOTE: Helidecks on vessels from international waters may be marked with weights in Metric tons, and size in meters. One Metric ton = 2204.6 pounds

2.4.2 Helideck Operations

a. Pilots shall adhere to the restrictions / limitations published for, and painted on helidecks, and comply with the D-Value requirements addressed in Figure 2. Pilots will report inaccuracies or errors noted to the Base Manager/Chief Pilot.

b. Prior to landing on a helideck, pilots shall perform a high reconnaissance/orbit IAW Para 4.3.2, High Reconnaissance/Orbiting.

c. All approaches and landings shall be to the center of the aiming circle when properly marked, unless otherwise restricted, with the mast being as close to the center of the helideck as possible. Takeoffs shall be made from the center of the available landing area, where possible.

d. When departing an offshore helideck, the PIC shall ensure that the aircraft is operated at a weight that complies with:

1) A vertical profile takeoff as prescribed for platform or PC2 Helideck takeoff procedure. 2) The performance requirements as published in RFM´s (S-92 Tab 4 of the aircraft checklist).

e. Night Operations. For night operations, offshore helidecks shall have at a minimum sufficient lighting to delineate its perimeter. IFR Crew Callouts shall be utilized during night helideck operations.

2.4.2.1 Use of Wheel Brakes

Refer to Para 4.6.11, Setting Parking Brakes – Wheeled Aircraft.

2.4.2.2 Verification of Landing Area

Prior to approaching or landing on any helideck the PIC shall verify the correct location by visual identification of helideck markings. Both pilots MUST confirm location and identification by:

a. Conducting a high reconnaissance/orbit IAW the procedures in Para 4.3.2, High Reconnaissance/Orbiting.

b. Verbally confirming (“challenge and response” is an acceptable method) the intended destination by use of customer manifest or flight plan.

c. Verbally confirming the physical markings on the helideck.

If any discrepancies occur or if status of landing helideck is not clear (green deck where applicable) then orbit until resolved.




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2.4.2.3 Cranes

a. Unless otherwise prohibited by customer policy, cranes may be in operation if they obviously cannot reach the helideck or flight path.

b. When any crane boom can reach the helideck or obstruct the flight path:

• That crane must be shut down and the crane operator shall not be at the controls during helicopter operations.

c. Cranes not in use shall be in the cradle or locked in position with the boom pointed away from the helideck so as not to obstruct the flight path.

d. The pilot or crew shall ensure the crane is not operating. If in doubt, DO NOT LAND, START OR TAKE OFF.

e. Many cranes are fitted with a light or lights that signify that the crane is running, or in operation. Regardless of the crane's position, helicopters shall not begin an approach to, land on, start, or takeoff from a helideck when a crane light is illuminated.

2.4.2.4 Green Deck Procedure

"Green deck" means the location is prepared to conduct helicopter operations. The aircraft is authorized to land, start engines, take off, or maneuver on the helideck.

When customers require communications concerning helideck status prior to landing, starting, or taking off from a helideck, the term "green deck" is acceptable as clearance for landing, starting, or departure.

Unless otherwise prohibited by customer policy, where communications are required but direct communications cannot be established, alternate means (i.e., visual, radio relay, etc.) are acceptable.

2.4.2.5 Clear Deck Policy

Aircraft shall not be moved under power, hovered, landed, or departed from a helideck if:

a. Personnel are present on the helideck surface, or items which can be moved by rotor wash are present on the helideck surface.

b. When passengers or cargo are loaded or unloaded with rotors turning, a pilot will have their hands and feet on the flight controls until the helideck is clear of all personnel.

2.4.3 Avoiding Ingesting of Gases

Do not attempt a start or landing on an offshore landing deck when the deck is downwind of an un- ignited gas flare unless that flare is shut down prior to helicopter operations.

2.4.4 Perforating Operations

In addition to radio silence procedures, which includes radio transmissions, radar, transponder, radar altimeter, DME, TCAS, SkyWatch, and other RF emitting devices, the following procedures shall be followed:

a. Outerlink shall be shut down prior to arrival. The remote area communications policy should be used in these cases. Outerlink must be shut off by pulling the circuit breaker. Switching the CDU OFF does not stop the transmission of signal.

b. Additionally, the EFB with wireless connection will transmit if commanded to send any information. The EFB may be utilized, but do not command it to send any information, such as a flight plan.




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2.4.5 Vessels

a. A vessel is defined as any type of ship, boat, barge, or mobile offshore drilling unit (MODU). b. Crews shall obtain vessel pitch, roll, heave, and heave rate (if reported) prior to departure, and

again when green deck or landing clearance is obtained.

1) Landings to vessels shall not be attempted if pitch and roll exceeds 2.5 degrees either side of center, heave exceeds 10 feet, or heave rate exceeds one meter per second. During night operations, reduction of these limits are at the discretion of the PIC. Landings to vessels shall not be attempted unless this information is known prior to landing.

2) Deviations from this policy must be authorized by the Director of Operations or Chief Pilot..

c. Prior to landing or departing any vessel, positive two-way communication shall be established with the appropriate vessel personnel, and clearance to land or takeoff shall be obtained. Exceptions to this policy must be approved by the vessel operator and Heliservicio. If an inflight emergency requires deviation from this policy, inform Heliservicio by radio to relay your intent to the appropriate customer and manager.

d. Prior to landing, arrange to have qualified personnel meet the helicopter to assist in unloading and loading.

e. Flight operations to or from vessels that are not secured to the floor, or dynamically positioned/stabilized shall not be conducted when detectable rain is within, or the vessel appears likely to move within, five nautical miles (5 NM) of the rain.

2.5 EMERGENCY PROCEDURES

2.5.1 Emergency Equipment

Aircraft will be equipped with emergency signaling equipment and survival gear appropriate to the operation. All equipment will be approved by the Director of Operations, Chief Pilot, and Director of HSEQ.

2.5.2 Life Vests

Each occupant shall wear a Heliservicio provided life vest for all flights beyond auto-rotational glide distance from land.

2.5.3 Life Rafts

Aircraft engaged in offshore operations shall be equipped with a life raft or combination of rafts capable of accommodating the maximum occupancy of the aircraft.

2.5.4 Emergency Kit

Aircraft engaged in offshore operations may be equipped with an emergency kit. This kit primarily contains signaling devices.

2.5.5 Pilot's Life Vest

When engaged in offshore operations the pilot shall wear a Heliservicio provided life vest. Except in an emergency, safety equipment shall remain in the vest during flight operations.

2.5.6 Personal Locator Beacon

The pilot's issued PLB shall be carried in the vest on all offshore flights. It shall only be activated in an emergency.




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2.5.7 Emergency Forced Landing Over Water

In the event of an emergency landing, the PIC is to instruct the passengers on the following:

a. Remain seated and do not release seatbelts until directed by the pilot or all rotor motion has stopped.

b. Do not inflate life vests inside the aircraft. c. Inflate the life raft outside the aircraft and tie the rope to the aircraft. Deploy external life rafts, if

installed. The knife contained in the emergency kit should be readily accessible to cut the lanyard should the aircraft sink.

d. Evacuate all personnel to the raft(s). Transfer directly from the aircraft to a rescue vessel is not recommended.

e. If the helicopter turns over, stay with the aircraft but do not tie yourself to it because of the possibility that it may sink. Every effort should be made to keep all personnel together.

f. As soon as possible after exiting the aircraft, the PIC should check on the condition of all passengers, count them, and give passengers additional instructions.

g. As soon as possible, the PIC will inventory all survival and signaling equipment and make them ready for use. Keep items tied together to prevent their loss. It is not recommended to return to an aircraft that is in imminent danger of sinking.

h. When a rescue vessel arrives, it should not be allowed to get too near the aircraft. Even in calm seas prop wash may cause the aircraft to turn over. Contact with the boat may rupture float(s) or cause additional damage.

2.6 ENHANCED OPERATIONAL CONTROL PROCEDURES

This program is designed to provide procedures to assist managers and pilots in the decision making process, specifically during periods of adverse weather or other operational scenarios requiring enhanced management oversight. The decision to fly or delay operations should be made following discussions between the pilot(s) and the Base Manager/Lead Pilot based on an assessment of the current conditions, requirements, and resources available. This process is not intended to supersede the PIC’s authority or responsibility as it relates to flight operations. Refer to Para 1.7.3, VFR: Ceiling and Visibility Requirements.

2.6.1 Condition Categories

2.6.1.1 Condition Green

a. Effect on operations”

1) Normal operations 2) Routine weather advisories 3) Routine monitoring

b. Criteria”

1) Ceiling greater than 700 feet 2) Visibility equal to or greater than 5 miles 3) Wind equal to or less than 20 knots 4) Guest Spread of less than 15 knots 5) No thunderstorm activities 6) Seas less than 10 feet 7) Water temperature above 10 degrees Celsius




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c. Line Pilot responsibilities”

1) Obtain weather advisories and condition information prior to flight 2) Provide PIREP when a flight is deviated due to weather 3) Provide PIREP when any triggering event is encountered or known to exist, or is no longer

present

2.6.1.2 Condition Yellow

a. Effect of operations:

1) Indicates forecast of one or more triggering events 2) Increase management oversight of flight operations 3) No flight restrictions imposed 4) May be some flight delay due to additional flight planning

b. Criteria:

1) Ceiling less than 700 feet 2) Visibility less than 5 miles 3) Wind greater than 20 knots 4) Guest spread of 15 knots or greater 5) Thunderstorm Activity 6) Seas greater than 10 feet 7) Water temperature below 10 degrees Celsius

c. Line Pilot responsibilities:

1) In addition to normal weather sources, obtain the latest weather advisory or alert, and the condition status affecting the proposed route of flight.

2) Provide PIREPs as follows:

a) If a weather deviation is required b) If requested by the Communication Center c) When any significant weather is seen or encountered or is no longer present which

might trigger condition status change

3) Obtain destination weather conditions from any source (official or unofficial). 4) If destination weather is unavailable, obtain weather from a source as near the destination

as possible.

2.6.1.3 Condition Amber


1) Indicates any observation of one or more triggering events 2) Increase management oversight of flight operations 3) Flight Restrictions will be imposed 4) Expect flight delays

b. Criteria:

1) Ceiling less than 700 feet 2) Visibility less than 5 miles 3) Wind greater than 20 knots




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4) Guest Spread of 15 knots or greater 5) Thunderstorm Activity 6) Seas greater than 10 feet 7) Water temperature below 10 degrees Celsius


1) Prior to takeoff, do the following:

a) In addition to normal weather sources, obtain the latest weather advisory or alert, and the condition status affecting the proposed route of flight.

b) Obtain destination weather conditions from any source (official or unofficial). c) If destination weather is unavailable, obtain weather from a source as near the

destination as possible.

2) After takeoff, if notified of condition amber affecting the current route or destination and imposing restrictions on the flight, take the most prudent of the following actions:

a) Return to the departure point b) Divert to a suitable alternate c) Land at the nearest suitable prepared landing site


a) If weather deviation is required b) If requested by the Communications Center c) When approaching the affected area d) When any significant weather is seen or encountered or no longer present which might

trigger a condition status change

4) Adhere to the restrictions imposed by the current condition status.

5) It is the communication specialist's responsibility to inform the pilot that he is filed to, or approaching an area where flight restrictions have been imposed. If the pilot can accurately report that the conditions does not exist, it is the pilot's responsibility to provide a PIREP which may be used to change the condition. The Line Manager/Supervisor must approve the condition or restriction change.

6) It is not the responsibility of the communication specialist to deny the pilot permission to fly into the affected area, but to report such flight to the Line Manager/Supervisor.

2.6.1.4 Condition Red


1) Flight Restrictions shall be imposed 2) Director of Operations (or designee) shall approve all VFR flights into area affected 3) VFR flight plans will be accepted by the communications center after confirming pilot is

aware of EOC Red condition. In addition, the communications specialist is required to notify the appropriate field manager with operational control.

4) IFR aircraft on IFR flight plans to comply with IFR procedures 5) Will be flight delays




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b. Criteria:

1) Ceiling less than 500 feet 2) Visibility less than one mile 3) Wind 60 knots or greater 4) Wave height greater than 20 feet 5) Thunderstorm activity which is an imminent threat to flight operations 6) Forecasted or known icing conditions, with forecasted or reported altitudes


1) Prior to takeoff, delay or cancel the proposed flight. 2) After takeoff, if notified of condition red affecting the current route or destination, take the

most prudent of the following actions:

a) Return to the departure point b) Divert to a suitable alternate c) Land at the nearest suitable prepared landing site


a) If weather deviation is required b) If requested by the Communication Center c) When approaching the affected area d) When any significant weather is seen or encountered or no longer present which might

trigger a condition status change

4) Obtain destination weather conditions from ANY source (official or unofficial). 5) If destination weather is unavailable obtain weather from a source as near the destination

as possible 6) Adhere to the restrictions imposed by the current condition status 7) It is the communication specialist's responsibility to inform the pilot that he is filed to, or

approaching an area where flight restrictions have been imposed. If the pilot can accurately report that the conditions does not exist, it is the pilot's responsibility to provide a PIREP which may be used to change the condition. The Line Manager/Supervisor must approve the condition or restriction change

8) It is not the responsibility of the communication specialist to deny the pilot permission to fly into the affected area, but to report such flight to the Line Manager/Supervisor




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CHAPTER 3. IFR OPERATING PROCEDURES

This chapter of the Heliservicio Operations Manual contains information necessary for the conduct of Helicopter IFR operations. This material was derived from the AOC, Mexico AIP regulations, and approved Heliservicio procedures.

It is the responsibility of all IFR Helicopter crewmembers to comply with the procedures set forth in this section.

NOTE: In the event there is a conflict between weather reports, regulations, etc., the most restrictive shall apply.

3.1 PREFLIGHT PLANNING/COCKPIT ORGANIZATION

Both pilots will participate in, and be thoroughly familiar with, the preflight planning for an IFR flight.

Each IFR assigned aircraft will have the following flight planning materials onboard, paper or digital format, in current form appropriate to the planned flight:

a. AIP (Instrument Approach Charts and IFR Enroute Charts). b. VFR Sectional Charts, VFR Terminal Area Charts as required. c. IFR Gulf of Mexico approved routes Offshore flights in the Gulf of Mexico only). d. Charts and information required (Offshore IFR flights). e. Approved Helicopter Night Route supplement.

3.1.1 Altimeter Settings

For purposes of enroute IFR operations in the Gulf of Mexico, the aircraft barometric altimeters shall be set to the nearest altimeter setting within 100 NM (QNH) along the route of flight or as provided by ATC.

When a barometric altimeter setting is not available within 100 NM use 29.92 (QNE).

In two-pilot crews, each pilot shall set their altimeter to the current setting, and verbally confirm the setting (example: "29.92 set left," "29.92 set right").

Radar Altimeter Alerts shall never be set to less than 200 feet. During an instrument approach, the crew may elect to set the altitude alert to intermediate step-down altitudes, but the altimeter alert shall be set to the approach MDH or DH altitude prior to initiating the final descent. When transitioning from IMC to VMC operations for distances greater than 10nm, aircrews should set the radar altimeter to 300 feet AGL day and 500 feet AGL night.

For additional radar altimeter alerts, refer to Para 4.11.2.1.3, Use of Altitude Alerts.

3.1.2 Hooded Flight

Hooded flight is not permitted with passenger(s) onboard.

3.1.3 Magnetized Materials

Transportation of magnetized materials is prohibited.

3.1.4 VOR Check

Prior to departure, the PIC shall ensure that the VORs have been checked within the preceding thirty days and the results documented by maintenance.




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3.2 DISPATCH REQUIREMENTS

3.2.1 IFR Fuel Requirements

For customer specific fuel requirements, refer to the Customer Requirements document.

3.2.1.1 Onshore Destination

NOTE: Fuel planning shall take into consideration any anticipated holding requirements, traffic delays weather deviations, etc.

Due to the extended distances between available airports that can be utilized as authorized alternates, all flights will specify either an authorized IFR alternate or, in the case where an IFR alternate is not required, an authorized suitable landing site where an emergency landing can be performed. IFR flights that originate from onshore or offshore that terminate onshore shall carry enough fuel to:

a. If an IFR Alternate is not required

1) Complete the flight to the onshore destination airport/heliport; and, 2) Fly to another onshore approved/suitable landing site reporting the minimum required VFR

weather; and, 3) Fly after that for 30 minutes of fuel at normal cruising speed.

b. If an IFR Alternate is required

1) Complete the flight to the onshore destination, and, 2) Fly from the destination to an onshore authorized IFR alternate; and, 3) Fly after that for 30 minutes at normal cruising speed; and, 4) Carry additional fuel IAW Para 3.2.2.3 below.

3.2.1.2 Offshore Destination

IFR flights that terminate offshore, regardless of the origination point, shall carry enough fuel to:

a. If an IFR Alternate is not required

1) Complete the flight to the offshore destination; and, 2) Fly from the offshore destination to an authorized/suitable alternate onshore or offshore

landing site/platform utilizing the offshore VFR weather minimums (link); and, 3) Fly after that for 30 minutes at normal cruising speed.

b. If an IFR Alternate is required

1) Complete the flight to the offshore destination; and, 2) Fly from the offshore destination to an authorized onshore or offshore IFR alternate reporting

the minimum IFR weather criteria; and, 3) Fly after that for 30 minutes at normal cruising speed; and, 4) Carry additional fuel IAW Para 3.2.2.3 below.

NOTE: S92 aircraft is not authorized to specify/utilize offshore IFR alternates when departing from onshore.

3.2.1.3 Additional Fuel Requirements

If an IFR Alternate is required, add the following fuel to the Reserve time block in the EFB.

a. Approach at destination – add 10 minutes for OSAP and onshore approaches; and,




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b. Missed approach – add 5 min for climbs up to, and including 5000 MSL, or 10 min above 5000 ft. MSL; and,

c. Approach at alternate – add 10 minutes for OSAP and onshore approaches; and, d. Additional fuel at the discretion of the PIC.

NOTE: The climb time block should not exceed 15 minutes. Additional fuel requirements should be added to the Reserve block to avoid inaccurate ETA calculations.

3.2.2 Weather Requirements

Refer to Para 1.7.2, Weather Requirements for additional information.

3.2.3 Offshore IFR Dispatch Weather

a. OSAPs are approved approaches with visibility as the primary approach weather minimum. For dispatch, the following ceiling and visibility minimums apply:

1) OSAPs (Day): if the reported (current observation) weather is 200' and ¾ statute mile or better (or as adjusted for equipment or pilot qualifications) you may dispatch to that location.

2) OSAPs (Night): if the reported (current observation) weather is 400' and 2.0 statute miles or better (or as adjusted for equipment or pilot qualifications) you may dispatch to that location.

b. HEDAs are approved enroute descent areas. For dispatch, the following ceiling and visibility minimums apply:

1) HEDAs (Day): if the appropriate Area Forecast is 400 feet and 1.0 statute mile or better you may dispatch to that location.

2) HEDAs (Night): if the appropriate Area Forecast is 700 feet and 3.0 statute miles or better you may dispatch to that location.

3.2.4 Offshore IFR Arrival Weather

After completing an OSAP/HEDA and the flight is to continue to another destination VFR, the following weather minimums apply:

a. OSAP: Within 5 nm of the approach target, landing minimums are authorized. When the landing platform is between 5 and 10 nm of the approach target, ceiling 300 feet and visibility 1.0 statute mile for daytime operations, and ceiling 700 feet and visibility 3.0 statute miles for night time operations, are authorized. When the landing platform is beyond 10 nm of the approach target, VFR minimums apply (day/night, or customer requirements, as appropriate).

b. HEDA: Within 10 nm of the HEDA coordinates, ceiling 300 feet and visibility 1.0 statute mile for daytime operations, and ceiling 700 feet and visibility 3.0 statute mile for night time operations, are authorized. When the landing platform is beyond 10 nm from the HEDA coordinates, VFR minimums apply (day/night or customer requirements, as appropriate).

3.2.5 Offshore Night IFR Weather Minimums

Takeoff or approach is not authorized with less than 300 feet ceiling and 1.0 statute mile visibility.

3.2.6 Hazardous Weather

Refer to Para 4.5.4.4, Hazardous Weather.




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3.3 STABILIZED CLIMB/APPROACH PROCEDURES

3.3.1 Stabilized Climb in IMC

NOTE: Coupling is mandatory when any of the conditions listed in the stabilized climb/approach are exceeded, unless a Flight Director/Autopilot malfunction prevents coupling. Refer to Para 4.11.1, Automation Policy.

A stabilized climb means that the aircraft maintains a stabilized airspeed, climb rate, desired flight path and configuration:

a. Immediately after rotating from a takeoff roll (DP) and transitioning into the initial climb stage to 500 feet AGL; or

b. While transitioning from an IFR approach to a missed approach climb to 500 feet AGL.

The following parameters constitute an unstabilized climb:

a. Excessive pitch, roll or yaw corrections. b. Failure to maintain appropriate airspeed (VY). c. Failure to maintain a positive rate of climb of at least 500 FPM not to exceed RFM limitations. d. Heading deviations greater than 20 degrees without appropriate correction.

Upon recognition of being outside the parameters of a stabilized climb, the PM shall take the controls and say, “I HAVE THE CONTROLS.”

3.3.2 Approach in IMC

A stabilized approach means that the aircraft maintains a stabilized airspeed, rate of descent, desired flight path and configuration beyond the final approach fix. These conditions must be maintained throughout the approach for it to be considered stabilized.

Minimum stabilized approach height is 1000ft above landing elevation when conducting an instrument approach.

A missed approach shall be initiated any time the following occurs beyond the FAF:

a. Excessive pitch, roll, or yaw corrections. b. Precision approach procedure:

1) Full scale deflection of glide slope or localizer or 2) More than ½ scale deflection of glide slope and localizer, below 500 feet HAT.

c. Non-precision approach procedure

Full scale deflection of the CDI, or

d. Deviations greater than 10 degrees from the final approach course utilizing HSI/RMI. e. Airspeed excursions greater than ±10 knots from approach speed, except aircraft coupled to

flight director using the DECEL mode. f. Rate of climb/descent greater than double the recommended rate of descent published or above

RFM limitations. g. Any crew confusion regarding radio tuning, OFF flags, NAV switching, headings, altitudes or

MAPs that are not immediately reconciled. h. Equipment failures that may create major distractions. i. Any time either crewmember feels that “something is not right” and a “missed approach” is




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warranted, that crewmember's call for a missed approach must be honored. j. Any time two unstabilized approach callouts are unanswered. Upon recognition, the PM will

assume the PF is incapacitated and shall take the controls and state, “I HAVE THE CONTROLS,” and execute the missed approach.

3.4 BASIC INSTRUMENT FLIGHT PROFICIENCY REQUIREMENTS

3.4.1 Concept of Requirements

As the use and reliance upon automated flight systems increases the basic pilot skills start to deteriorate at a rapid pace. This policy establishes requirements for operations utilizing “hand flown” practices and sets frequency requirements.

“Hand flown” approaches are those that require the Pilot Flying (PF) to provide flight control inputs to all three axes of flight. The aircraft systems are not providing primary inputs to any controls. The following is required when completing “hand flown” approaches:

a. The Flight Director must be “de-coupled.” b. All autopilot and trim systems will remain on. c. PF may select cues. d. The approach procedure must be hand flown for prior to the IAF/IF through the MAP. e. Published or OSAP Procedures qualify provided authorized/ approved charts are available and

used. f. Weather must be greater than 500 feet ceiling and three statute miles visibility.

3.5 AUTHORIZATIONS – IFR

Heliservicio is authorized to conduct terminal operations in controlled or uncontrolled airspace at airports/heliports/helidecks with approved instrument approach procedures and weather reporting, or in accordance with authorized deviations listed in this section.

3.5.1 Takeoff Minimums

Mexico AIP ENR 1.3, Par 3.1. All IFR flights will be in accordance with the following takeoff minimum criteria:

a. Equal to or greater than the departure airport’s published applicable approach ceiling and visibility minima.

b. When RVR reports are available, they shall be used for all takeoff and landing operations on that runway.

c. Aircraft requirements:

Each pilot station must have the following operable equipment, each with an independent source of power:

1) Pitch and bank gyro 2) Heading gyro 3) VSI 4) Airspeed indicator 5) Altimeter




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3.6 AIRCRAFT TAKEOFF PERFORMANCE

a. Minimum IFR airspeed (VMINI) shall be obtained prior to flight in IMC conditions. b. When departing IFR from a heliport, where no climb corridor is designated, the aircraft must be

able to climb at 352 feet per NM, with both engines operating, to the lowest authorized IFR altitude for that route of flight.

c. When departing IFR from an airport runway or a heliport with a designated climb corridor, the aircraft must be able to climb at the specified climb rate, or if not specified, 200 feet per NM, with both engines operating, to the lowest authorized IFR altitude for that route of flight.

NOTE: Pilots may use conversion below or Heliservicio weight and balance computer, or EFB: G/S x ft/NM=ft per min/60

d. In addition to the preceding paragraphs, the aircraft shall be loaded in a manner that ensures the following climb performance.

3.6.1 Overland

With the critical engine inoperative, climb at least 50 feet a minute when operating at 5000 feet MSL or the MEA, whichever is higher. Overland means both departure point and destination are onshore.

3.6.2 Offshore

With the critical engine inoperative, climb at least 50 feet a minute when operating at 1500 feet MSL or the MEA, whichever is higher. Offshore means either the departure point or the destination is offshore.

3.7 IFR DEPARTURES OFFSHORE

a. IFR departure is authorized for all offshore locations. b. IMC flight in uncontrolled airspace is authorized offshore; however, flight into IMC is not

authorized without an IFR clearance. c. IFR departures from all offshore heliports will be:

1) DAY: Ceiling 300 feet and visibility 1.0 sm. 2) NIGHT: Ceiling 500 feet and visibility 2.0 sm.

d. Avoid all obstructions which are observed on radar by at least 0.5 NM when below 900 feet MSL.

3.8 ENROUTE PROCEDURES

IAW Mexico AIP ENR Procedures.

3.8.1 Authorizations/Limitations

IFR operations are authorized in the geographical areas listed Heliservicio AOC. This authorization includes controlled, uncontrolled, radar, non-radar, and ADS-B airspace with the following limitations:

a. Routes predicated on the use of ATC radar vectoring must be conducted in controlled airspace. b. Direct off airway routes utilizing RNAV shall be in radar control unless the route lies offshore. c. The VOR/NDB navigation facility which defines a route of flight shall be used as the primary

reference point. d. When using a single RNAV system for navigation, the following criteria apply:




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1) Both VOR receivers must be installed and operational. 2) The pilot flying the aircraft must have the navigation display and its failure indicator in his

normal field of view on the forward instrument panel.

e. An approved RNAV system fix may be substituted for a required enroute ground facility (VOR/NDB) when that facility is temporarily out of service.

f. The flight crew must be qualified in accordance with the approved training program for the RNAV system being used, or have satisfactorily completed a flight check using that system. Deviations from routings are authorized during inflight emergencies, or to avoid potentially hazardous meteorological conditions.

3.8.2 Offshore Routes Map

OFFICIAL GULF GRID CHART WHEN APPROVED.

3.8.3 Route Coordinates

OFFICIAL GULF GRID CHART WHEN APPROVED.

3.8.4 IFR to VFR Transition

If a crew elects to cancel or close an IFR flight plan prior to landing, the crew shall consult the IFR to VFR Transition Checklist found in the Detailed Procedures Checklist.

3.9 ARRIVAL

3.9.1 Approach Procedures

Heliservicio is authorized to conduct terminal operations in controlled or uncontrolled airspace at airports/heliports/helidecks with approved instrument approach procedures and weather reporting, or in accordance with authorized deviations listed in this section.

3.9.2 Landing Minimums

Landing minimums are predicated on airport published ceiling and visibility. A crew cannot begin the final approach segment unless the weather is at or above approach minimums.

3.9.3 Straight In Landing Procedures

Provided the fastest approach speed used in the final approach segment is less than 91 knots, straight in landings are authorized utilizing the published Category A minimum descent altitude (MDA) or decision height (DA).

3.9.4 Circle to Land Maneuvers

The following limitations apply:

a. Circle to land visibility shall not be reduced. b. The circle to land maneuver shall not be flown at less than minimum IFR airspeed. c. Less than 91 knots: Published circling minimums shall be used, but never less than HAA 350

and one statute mile visibility. d. 91 to 120 knots: Published circling minimums shall be used, but never less than HAA 450 and

one statute mile visibility.




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3.9.5 RNAV Approaches

Heliservicio is authorized to conduct RNAV instrument approaches using only those aircraft and RNAV systems authorized in the AOC.

NOTE: If a NAV flag or integrity annunciation is displayed anytime during the approach, the crew must execute a missed approach.

3.10 NON-PRECISION LIGHTING

3.10.1 Straight-In Category I Non Precision Approach Procedures

3.10.1.1 Table 14 – Non Precision Approaches Data

NOTE: The mid RVR and Rollout RVR reports (if available) provide advisory information to pilots. The mid RVR report may be substituted for the TDZ RVR report if the TDZ RVR report is not available.

3.10.2 Straight-In Category I Precision Approach Procedures

3.10.2.1 Other than Categories II and III

The certificate holder shall not use an IFR landing minimum for straight-in precision approach procedures, lower than that specified in the following table. TDZ RVR reports, when available for a particular runway, are controlling for all approaches to and landings on that runway. See Note 2.




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3.10.2.2 Table 15 – Precision Approaches – Full ILS

NOTE 1: A full ILS requires an operative LOC, GS, and OM or FAF. A precision or surveillance radar fix, an NDB, VOR, DME fix, or a published minimum GSIA fix may be used in lieu of an outer marker.

NOTE 2: The mid RVR and rollout RVR reports (if available) provide advisory information to pilots. The mid RVR report may be substituted for the TDZ RVR report if the TDZ RVR report is not available.

3.11 IFR ALTERNATE PLANNING REQUIREMENTS

Reference: Circular Obligatoria CO AV-050/07 R1 Reglas Generales Para la Operación de Aeronaves Civiles de Ala Rotativa, Para 3.8.

3.11.1 Onshore Flights

Due to the extended distances between available airports that can be utilized as authorized alternates, all flights will specify either an authorized IFR alternate or, in the case where an IFR alternate is not required, an authorized suitable landing site where an emergency roll-on landing can be performed. For IFR flights that originate and terminate onshore, an alternate will be required when for the period between two hours before to two hours after the ETA, the destination airport weather is forecast to be:

a. Ceiling less than 2000 feet, or b. Visibility less than 3 sm.

3.11.1.1 Deriving Onshore Alternates

Flight crews shall derive alternate airports based on the selected airport published weather minimums utilizing the AIP.

In determining alternate airport weather minimums, the flight crew shall not use any published instrument approach procedure which specifies that alternate airport weather minimums are not authorized.




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3.11.2 Offshore Flights

An appropriate onshore or offshore IFR alternate is required for each IFR offshore destination when, either of the conditions listed below exist:

a. The reported weather at the destination at the time of departure is less than:

1) 2000 foot ceiling; or 2) Three (3) statute miles visibility

b. From at least two hours before and after the estimated time of arrival, appropriate area forecasts indicates that weather at the destination will be less than;

1) 2000 foot ceiling; or 2) Three (3) statute miles visibility.

3.11.2.1 Deriving Offshore Alternates

Weather reports and forecasts shall indicate that the weather at the IFR offshore alternate will be at or above a ceiling of 800 feet and a visibility of 2 SM or greater at the estimated time of arrival.

Offshore IFR alternates shall only be used for flights terminating at offshore destinations unless you are departing an offshore location with less than landing minimums and your destination is an onshore location. The reliance on offshore installations as alternates should be avoided wherever possible and is only acceptable in certain circumstances when the onshore alternative is equally unacceptable. When operating offshore, any spare payload capacity should be used to carry additional fuel if it would facilitate the use of an onshore alternate.

When an offshore IFR alternate is required, comply with the fuel requirements IAW Para 3.2.1.2, Offshore Destination.

3.11.2.2 Offshore IFR Alternates

When an offshore IFR Alternate is specified, flight crews shall perform the following:

a. Before departure from onshore or offshore:

1) Comply with fuel requirements IAW Para 3.2.1.2, Offshore Destination. 2) Obtain the current reported weather for the destination and determine that the weather is IAW

Para 3.2.3, Offshore IFR Dispatch Weather requirements. 3) Ensure that, at the time of departure, both the current Gulf Coast Area Forecast and the

current observed weather at the offshore IFR alternate airport are reporting IAW Para 3.11.2.1 requirements.

4) Confirm that all required OSAP equipment is operating (radar altimeter may be inoperative).

b. After departure from onshore:

1) Determine a PNR by reconfirming items a. 2) and 4) above.

NOTE: The PNR is a point beyond which there is not sufficient fuel remaining to return to an onshore IFR alternate airport, and fly after that for 30 minutes at normal cruising speed. The PIC shall confirm the PNR prior to proceeding beyond it.

2) Ensure that the current observed weather at the offshore IFR alternate is reporting IAW Para 3.11.2.1 requirements.

3) Utilize the EFB to calculate the PNR. 4) After the previous steps are confirmed, report passing the PNR to the Dispatch Center.




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3.11.2.3 Onshore Destination

When departing an offshore location for an onshore destination, onshore alternate requirements shall be utilized. If you are departing an offshore location with less than landing minimums, then offshore IFR alternates may be utilized as your takeoff alternate. Refer to Para 3.11.2.1, Deriving Offshore Alternates.

3.12 OFFSHORE WEATHER DEVIATION

Air crews may file IFR to or depart from an offshore destination without an approved weather station provided the following criteria are met:

a. The crew may utilize the weather information utilized in the IFR arrival to the location they are departing from to determine take off visibility.

b. In the event that the information in (a) is not available or applicable, the flight crew may estimate visibility. Visibility estimates may be based on distance to visible vessels, structures in the vicinity, or a line of delineation where wave action on the water can no longer be observed. Visibility shall not be lower than 1SM for an IFR departure.

3.12.1 One Station

The approach coordinates shall be within 10 NM of an approved weather reporting station.

3.12.2 Two Stations

The approach coordinates shall fall within an observation area defined by the location of two approved weather reporting stations:

a. The observation area centerline is established by the actual distance between the two stations, not to exceed 40 NM, plus ten at either end.

b. The lateral width may not be greater than 40 NM either side of the established observation area centerline.

c. The maximum observation area is a rectangle 60 NM by 80.

3.13 OFFSHORE MISSED APPROACH LOST COMMUNICATIONS PROCEDURES

In the event of lost communications while executing a missed approach procedure, comply with the following:

a. Route of Flight: Direct to alternate b. Altitude: Minimum Instrument Altitude (MIA) (2000 feet offshore) c. Transponder: Squawk 7600

NOTE: If you want ATC to know your Alternate, it should be listed in the Remarks section of your Flight Plan.

3.14 OSAP PROCEDURES

Heliservicio is authorized to conduct offshore standard approaches at locations greater than 5 nm from land. These locations must meet the weather reporting requirements listed in this section.

3.14.1 Equipment

Airborne radar, RNAV, and radar altimeter is required, and except for the radar altimeter, must be operational.

NOTE: The ARO should occupy the left seat.




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3.14.2 Weather Reporting

OSAP's will only be authorized at locations that meet the weather reporting requirements of this chapter. For each approach target listed, the weather observation facility (or both facilities if two are required) must be reporting weather at or above landing minimums).

NOTE: Use the wind and altimeter information from the closest weather station from for final approach course planning.

3.14.3 Crew Qualifications

a. All IFR pilots must receive OSAP ground training. Pilots meet the minimum training requirements upon the completion of three training OSAPs as a pilot and two training OSAPs as ARO.

b. These training approaches will be recorded on each pilot's OSAP Log. Pilots must pass an OSAP proficiency flight check before being authorized to conduct actual instrument operations to 300-1 minimums. Thereafter, each crewmember must record 10 additional OSAPs on their OSAP Log prior to being authorized 200-3/4 minimums. Additionally a minimum of four, two from each seat, OSAP rig approach may be accomplished in an "approved" flight simulator before operational use.

c. Additionally, before participating in OSAP operations, each flight crew must have at least ten hours of combined flight crew experience operating under IFR (at either crew station) in the offshore IFR route structure.

3.14.4 Operating Limitations

The pilot shall not begin or continue the final approach segment of an OSAP unless all of the following conditions and limitations are met:

a. Precipitation Limits: The OSAP shall not be executed in precipitation that results in rain echo attenuation on the radar display, and nothing less than 120 degrees antenna sweep shall be used.

b. Approach Airspeed Limits: Approach airspeed shall be flown not to exceed 70 knots groundspeed after FAP and for rig approach, not more than 80 knots groundspeed after the FAF.

c. Obstruction Limits: All obstructions which are observed on radar are avoided by at least 0.5 nm when below 900 feet MSL.

3.14.5 Landing Minimums

Day: ¾ statute mile. MDA 200 feet: With the RNAV, airborne radar, and radar altimeter operative. MDA 250 feet: With the RNAV and airborne radar operative, but with the radar altimeter inoperative, and the approach target within 5.0 NM of an approved altimeter setting source. The MDA will be increased 5.0 feet for each NM in excess of 5 NM that the approach target is distant from an approved altimeter setting source. Night 300 feet - one statute mile.

3.14.6 Intermediate Segment

Obtain the current weather, then upon arrival at the IF the ARO resets the RNAV to either the approach targets observed coordinates, or to the GPS Transition Waypoint. Once within 20.0 NM

you can descend to 900 feet. Select a final approach course within 10 degrees of the reported wind.




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Begin pre-selecting the clear area during this phase of the approach.

The ARO sets the desired sensitivity of the RNAV CDI, and ensures that the RNAV, radar, and radar altimeter are operating properly. Ensure that the radar is in the MAP MODE, prior to reaching the FAP. Depending on the reported winds, execute one of the following:

3.14.6.1 Straight-In

Within 10 degrees of the reported wind, continue to the FAP.

3.14.6.2 7 Nautical Mile Arc

It is recommended to use the Arc if you need to Arc 90 degrees or less to your final approach course. To join the Arc, begin your initial 90 degrees turn at 7.5 NM. Maintain your heading until the RNAV counts above 7.0 NM, then make a 20 degrees turn towards the approach target. Continue these corrections until intercepting your selected final approach course, then turn inbound.

3.14.6.3 GPS Transition

Use the GPS Transition only if your intermediate segment course is 90 degrees or less from the final approach course. Create the GPS transition waypoint 8.0 NM downwind from the approach target. Fly direct from the IF to the GPS transition waypoint, then turn inbound.

3.14.6.4 Overhead

Determine the reciprocal of the wind direction. Fix the "over the rig" position when the RNAV reads 0.0 NM, then make the shortest turn to the outbound heading. Use either a 10º teardrop and fly outbound 7.0 to 8.0 NM, or (high proficiency) use a 15º teardrop and fly outbound 5.0 to 6.0 NM prior to commencing the turn inbound.

3.14.7 Final Approach

3.14.7.1 Copter Delta 30 degrees OSAP

a. At the FAP the ARO verifies the approach target on radar versus the RNAV to within 0.2 NM, confirms which side the clear area is on.

b. Departing the FAP inbound, the flight crew must stabilize approach airspeed, and MAY descend to 500 feet. During this phase, the aircraft may be maneuvered to avoid obstructions closer than 0.5 NM, or may remain at 900 feet until clear of any obstructions. In either case, the aircraft MUST be established on the final approach course and be at 500 feet prior to the DPA. Heading changes to avoid obstacles are not permitted after the DPA. A missed approach is required if a minimum lateral separation distance of 0.5 NM from obstructions cannot be assured.

c. Before beginning descent at the DPA, the ARO selects the appropriate scale on the radar (5.0 NM), cross checks the radar and RNAV to confirm agreement and accuracy, and confirms a minimum lateral separation of 0.5 NM throughout the final and missed approach course. The ARO will announce, "DPA descend to (appropriate MDA)."

d. Then, at the DPA, the pilot flies the centerline of the RNAV course, and continues descent to the authorized MDA. When appropriate the ARO will select the 2.5 scale on the radar. At 1.1 NM from the approach target a Delta 30 degrees turn is made to the clear area located to the left or right of course. When visual reference with the approach target is established the helicopter may proceed to the desired destination. If visual contact with the approach target is not established




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at 0.6 NM of the approach target, a missed approach must be executed.

NOTE: When using the Delta 30-degrees procedures in High Wind Conditions, the target may be lost from the radar screen without attaining 0.6 NM on the GPS. This is due to the high cross wind which is moving the aircraft away from the target. A missed approach must be executed when the target is lost from the radar screen.

3.14.7.2 Copter Parallel Offset OSAP

a. At the FAP the ARO verifies the approach target on Radar versus the RNAV to within 0.2 NM, confirms which side the Clear Area is on, and sets the Approach Offset in the RNAV. The PF, once told by the ARO where the Clear Area is, and verifies the appropriate CDI needle deflection, turns 30 degrees to intercept the offset final/missed approach course.

b. Departing the FAP inbound, the flight crew must stabilize approach airspeed, and MAY descend to 500 feet. During this phase, the aircraft may be maneuvered to avoid obstructions closer than 0.5 NM, or may remain at 900 feet until clear of any obstructions. In either case, the aircraft MUST be established on the offset final/missed approach course and be at 500 feet prior to the DPA. Heading changes to avoid obstacles are not permitted after the DPA. A missed approach is required if a minimum lateral separation distance of 0.5 nm from obstructions cannot be assured.

c. Before beginning descent at the DPA the ARO selects the appropriate scale on the radar (5.0 NM ), cross checks the radar and RNAV to confirm agreement and accuracy, and confirms a minimum lateral separation of 0.5 NM throughout the final and missed approach course. The ARO will announce, "DPA descend to (appropriate MDA)" when 1.0 NM of clear area can be observed on the radar beyond the approach target.

d. Then, at the DPA, the pilot flies the centerline of the RNAV offset course, and continues descent to the authorized MDA. When appropriate the ARO will select the 2.5 NM scale on the radar.

e. When visual reference with the approach target is established the helicopter may proceed to the desired destination. If visual contact with the approach target is not established at the MAP, a missed approach must be executed.

3.14.8 Missed Approach

The missed approach procedure is for both approaches and is accomplished by climbing to 900 feet MSL via D 30 degrees heading or parallel offset course depending on the type of approach that was made anytime one of the following occur:

a. Failure of the RNAV, or airborne radar. b. The approach target is lost from the radar display. c. When the track will not avoid all obstacles by 0.5 NM. d. When the RNAV indicates 0.7 NM (parallel offset) or 0.6 (D 30 degrees) without visual contact.

The crew should make only minor heading changes to avoid flight closer than 0.5 NM to any radar returns while following the RNAV course guidance during a missed approach. The ARO will select the appropriate scale on the Radar to look for targets in the flight path. After climbing to 900 feet, continue a climbing downwind turn to 2,000 feet and hold on the final approach course, 3.0 NM legs, at approach target or as directed by ATC. Remain within 10 NM of the approach target.




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3.14.8.1 Missed Approach Point – MAP – OFFSET OSAP

A point on the offset final approach course where a missed approach is initiated. It is located on the 0.5 NM offset course before reaching the offset abeam point. A helicopter is at the MAP when the RNAV distance indicates 0.7 NM (Day) or 1.0 NM (Night) or anytime the primary target is lost from the radar screen, whichever occurs first.

3.14.8.2 Missed Approach Point – MAP – DELTA 30 degrees OSAP

A point on the final approach course where a missed approach is initiated. It is a point located on the Delta 30 degrees turn heading at 0.6 NM. A helicopter is at the MAP when the RNAV distance indicates 0.6 NM (Day) or 1.0 NM (Night) or anytime the primary target is lost from the radar screen, whichever occurs first.

3.14.8.3 Missed Approach Procedures for the Copter OSAP Rig Approach

NOTE: A missed approach is executed by initiating the automated Go-Around feature

The missed approach procedure for the Copter OSAP Rig Approach is accomplished by climbing to 900' MSL via the final approach course then a climbing left or right turn to 2000' MSL and hold or as directed by ATC. A missed approach must be accomplished anytime one of the following occurs:

a. Visual reference with the landing site is not made at the MAP b. When the RIG NO GO illuminates c. Flight Director failure d. EGPWS failure e. Failure of airborne radar f. The approach target is lost from the airborne radar display for one full sweep g. When the radar operator determines the helicopter's track will not avoid all obstacles by .5 NM

3.14.9 Takeoff and Departure

IFR departures from all OSAP locations will be:

a. DAY: ¾ statute mile. b. NIGHT: 300 feet and one statute mile.

Avoid all obstructions which are observed on radar by at least 0.5 NM when below 900 feet MSL.

3.15 OSAP CHARTS

COPTER GPS D 30 degrees OSAP AND COPTER GPS PARALLEL OFFSET OSAP charts are published in the respective aircraft checklist.

3.16 HEDA PROCEDURES

Heliservicio is authorized to conduct IFR helicopter operations using Helicopter Enroute Descent procedures to/from approved offshore locations. These locations must be listed in this section. New HEDA locations may be used prior to posting in this section if verified from Heliservicio Bases. The following conditions must be complied with when conducting HEDA operations:

3.16.1 Weather Reporting

HEDAs must use the appropriate area forecast to determine if the weather is at or above descent minimums.




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3.16.2 Intermediate Segment

Obtain the current weather, then upon arrival at the IF the ARO resets the RNAV to the HEDAs published coordinates. Once within 20.0 NM you can descend to 900 feet. Begin confirmation that the HEDA is clear of obstacles during this phase of the descent. The ARO will assure that the Radar, and Radar Altimeter are operating properly prior to descending into the HEDA. The heading from the HEDA coordinates to the destination should be confirmed at this time.

3.16.3 Final Descent

Descent below 900 feet begins at the FAP within 4.0 NM of the HEDA coordinates. The ARO verifies the clear area on radar, and instructs the pilot to descend.

Descent below 900 feet is not authorized unless a 1.0 mile lateral clearance can be maintained from any target in the HEDA.

Before descending below 700 feet, the ARO selects the lowest appropriate scale on the Radar, confirms the descent area is still entirely clear, and the radar altimeter is still operative.

The PF continues descent to the RA MDA. When VMC are established, the helicopter may proceed to the desired destination. If VMC is not established upon arrival at the HEDA coordinates, an immediate climb must be executed in the HEDA.

3.16.4 Special Limitations

a. The descent area must be entirely over water. b. Descent below 900 feet is not authorized unless a 1.0 nm lateral clearance can be maintained

from any target in the HEDA. c. Descent below 700 feet above the surface is not authorized whenever any of the following

conditions exist:

1) Any obstruction is detected in the HEDA. 2) A radio altimeter is not installed or is inoperative. 3) Surface mapping radar is not installed or is inoperative.

d. The lowest altitude used for IFR flight in any HEDA shall not be lower than 400 feet above the surface.

3.16.5 Missed HEDA Procedure

A missed procedure must be executed by making an immediate climb in the HEDA to 900 feet MSL anytime one of the following occurs:

a. Failure to obtain VMC conditions at the HEDA coordinates. b. Failure of the Airborne Radar or appearance of a radar target in the HEDA below 700 feet. c. Failure of the Radar Altimeter below 700 feet.

Procedure: After climbing to 900 feet, continue a climbing turn to 2000 feet and HOLD, 3.0 NM legs on the final approach course or as directed by ATC. Remain within 10.0 NM of the HEDA coordinates.

3.17 HEDA CHART

Heliservicio’s HEDA chart is published in the respective aircraft checklist.




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3.18 HEDA LOCATIONS

Approved Helicopter Enroute Descent Areas (HEDA) are listed at Heliservicio Bases.

Since the HEDA procedure is not an instrument approach, terminal weather reports are not required. As a safe, prudent practice, the weather stations in the area should be checked prior to dispatch and letdown.

Pilot's may dispatch to any of the HEDA locations posted on Heliservicio Bases. The HEDA Update list is located in the Reading File binder. A copy of the current HEDA list shall be carried on board the aircraft.

3.19 WEATHER STATIONS

RESERVED.




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CHAPTER 4. FLIGHT OPERATIONS – ALL AIRCRAFT

All operations shall be conducted in accordance with the Aircraft Flight Manual and its appropriate supplements, except where Heliservicio has established more conservative limitations or alternate procedures as found in this Chapter.

4.1 CREW CONCEPT

a. Crew Resource Management (CRM) is the effective use of all available resources for aircrews to ensure safe and efficient operations, reducing errors, avoiding stress, and increasing efficiencies.

b. All pilots will incorporate CRM considerations and practices into all aspects of flight operations. c. Aircrews will conduct a thorough crew briefing prior to commencing the first flight of the day and

is considered part of pre-flight. d. Aircrews will conduct an informal post flight debriefing after the last flight of the day. The intent of

the post flight debrief is to:

1) Share any lessons learned 2) Improve planning 3) Identify of hazards that need to be elevated to management

4.1.1 Crew Coordination

All crews shall utilize these CRM principles and procedures during the course of their flying duties. Refer to Chapter 3, IFR Operating Procedures for additional crew concept procedures.

Each dual pilot crew will consist of a PIC and an SIC. These duty positions will be designated by Heliservicio operations and listed on the flight manifest.

Aircrews will conduct thorough crew briefings prior to the first flight of the day. Every aspect of the flight should be briefed for positive exchange of critical information.

4.1.2 Sterile Cockpit

A flight crewmember shall not engage in nonessential conversation or ANY other activity which could distract from the performance of their duties during a critical phase of flight.

Critical phases of flight include all flight operations conducted below 500 feet to include ground operations, ground taxi, hovering, takeoff and landing, and all other flight operations conducted below 10,000 feet, except cruise flight.

Eating meals or reading publications not related to the task at hand is not permitted at any time during flight.

4.1.3 Pilot in Command

The person designated as PIC is directly responsible for, and is the final authority as to, the operation of the aircraft. He is expected to utilize all available resources in reaching a final decision. The PIC shall require participation and critique by the SIC.

4.1.4 Second in Command

The person designated as SIC is responsible to act as a fully qualified and competent pilot. The SIC shall participate in the decision making process by offering timely suggestions, and opinions. Further, he shall critique a faulty decision, or advocate a different position if necessary to ensure the safety of the flight.




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4.1.5 Pilot Flying and Pilot Monitoring

Pilot Flying (PF) refers to whoever is actually at the controls. Pilot Monitoring (PM) refers to whoever is not actually flying the aircraft. Example: The PIC may be the PM.

4.1.5.1 Pilot Flying Duties

In addition to the responsibility for Flight Path Management the PF shall:

a. Call for the appropriate checklist/IFR approach briefing. b. Perform all "Do/Response" portions of the checklist. c. Call for Before Landing Checklist:

1) VFR: Immediately after Tower/CTAF call onshore and 5 minutes from landing offshore. 2) IFR: IAW appropriate IFR Checklist

d. Call for Final Landing Check

1) VFR: VY. 2) IFR: IAW appropriate IFR Checklist.

e. Comply with all ATC clearances and instructions. f. Aid the PM in handling the communications workload. g. Manage/monitor as appropriate all automation inputs affecting Flight Path.

4.1.5.2 Pilot Monitoring Duties

In addition to monitoring PF performance, Flight Path Management, and the cockpit instrument indications, the PM will:

a. Perform all “Challenge,” “Verify,” and when appropriate the “Do/Response” portions of the checklist.

b. Perform “After Takeoff Check,” “Cruise Check,” and “Before Landing Check” to include PF responses and announce appropriate “Name of Check, COMPLETE”

c. Perform all IFR portions of the checklist to include:

1) Obtain and record clearances. 2) Obtain current weather. (ATIS, etc.) 3) Tune and identify NAV aids. 4) Give approach briefings. 5) Compute fuel endurance

d. The PM will ensure the PF maintains proper Flight Path Management. e. Monitor cockpit indications and notify the PF of any abnormal indications. f. Challenge the PF when Checklist has not been initiated as required per PF duties. g. Complete the before landing checklist no later than:

1) VFR: slowing below VY. 2) IFR: IAW appropriate IFR Checklist.

h. Prior to beginning any offshore approach, announce landing intentions to include field number and direction of landing. This call should be made on the intermediate route, approximately ten NM out from the approach target.




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i. Callouts:

1) When any phase checklist has been completed, the callout will be: “TYPE checklist complete.” Example: “Cruise Checklist complete.”

2) During Takeoff announce:

a) “Airspeed increasing” when there is an indication of airspeed, then “DP”, “VMIN” [IFR], “VY”. b) “Positive rate of climb” when the IVSI/VSI indicates a climb, then altitude in 100 foot

increments to 500 feet AGL [Night/IFR Operations].

Refer to Performance Class 2 procedures listed in the respective aircraft section of this chapter for additional information.

NOTE 1: ATC Communications and After Takeoff Check should be accomplished after establishing a stabilized climb and passing 500 feet AGL.

3) When altitude varies from assigned by 100 feet or more, say: “Check Altitude” [Night/IFR Operations].

4) Advise within 1000 feet of assigned altitude by saying: "1000 feet from assigned,” so the PF may adjust his rate of climb or descent to 500 feet per minute. [Night/IFR Operations].

5) Advise within 200 feet of assigned altitude by saying: "200 feet from assigned” [Night/IFR Operations].

6) Advise arriving at assigned altitude including, MDA, DH, or LAA, by saying: “At assigned,” or “AT MDA,” etc. Advise any excursions away from MDA [Night/IFR Operations].

7) Upon breaking out from an instrument approach, announce “Continue” after identifying one of the approved visual references for the intended runway (examples below not all inclusive),:

a) “Approach lights in sight: Continue” b) “Runway threshold in sight…” c) “Runway lights in sight…”

8) During night visual approaches at 500 feet above the landing area, begin announcing the following at 100 feet increments (or more frequently if needed) until 200 feet above the landing area:

a) Altitude in 100 feet increments. b) Rate of descent. c) Airspeed.

NOTE 2: Maximum rate of descent on night approaches should not exceed 500FPM.

9) Upon recognition of being outside the parameters of a stabilized approach, announce “unstabilized approach – missed approach.”

10) During Missed Approach Announce:

a) Power Set (%TQ): b) Positive Rate of Climb (100 feet Increments to 500 feet AGL). c) Stabilized Airspeed (Kts). d) Heading: (degrees). e) Missed Approach Procedure: Confirm.




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11) In addition to the above Callouts, both pilots will confirm:

a) Altimeter setting: each pilot shall set the corresponding side altimeter to the current setting, and verbally confirm the setting. Example: "29.92 set left," "29.92 set right".

b) Departure runway: before takeoff from an assigned runway at an airport, each pilot of a two pilot aircraft shall verbally confirm the assigned runway and that the aircraft is in fact on that runway. Example, “This is Runway 18”, “Concur Runway 18”. If a conflict exists verify proper position with ATC before beginning the takeoff.

c) Landing gear position on aircraft equipped with retractable landing gear as required on the checklist. Example, “Down, Locked, 3 Green”, “Down, Locked, 3 Green Confirmed”.

d) Collective full down: upon landing, the PF shall move the collective to the full down position before taxiing. PF will announce, “Collective full down”; PM: “Collective full down confirmed”.

j. Crew Callouts Definitions

NOTE: All directional movements are given assuming view from a pilot seat looking forward.

Abort The Takeoff: Means to immediately discontinue the takeoff and bring the aircraft to a full stop.

Back/Forward: The aircraft is moved backwards or forwards while maintaining a constant heading and altitude. The motion is stopped by the command to “HOLD.”

Clear Below: The area under and surrounding the aircraft has been visually confirmed to be free of obstacles and the pilot is cleared to land the helicopter.

Climb: Means to execute an immediate climb while in the enroute portion of a flight.

Go Around: Means to immediately discontinue the approach and climb clear of the landing area.

Hold: Upon hearing this instruction, the pilot shall maintain altitude, heading, and relative position over spot on the ground in which the command was received. The aircraft is to be “frozen” in space.

Slide Left/Right: The aircraft is to be hovered at a constant altitude perpendicular to the current heading of the aircraft. The command to "SLIDE LEFT/RIGHT" SHALL be stopped by the command to "HOLD." It should be remembered to "lead" the command to "HOLD" because of Pilot reaction time and the inertia of the aircraft.

• This instruction can be amplified with a call for a specified distance, such as, "SLIDE LEFT 10 FEET."

Tail Left/Right: The aircraft is held at a constant altitude while the tail is rotated about the aircraft's CG in the direction of the command. The motion is stopped by the command to "HOLD."

Up/Down: The aircraft is to be raised or lowered in altitude over a fixed point on the ground while maintaining a constant heading. The motion is stopped by the command to “HOLD”.

4.1.6 Transfer of Controls

Transfer of aircraft control will be positive with the statement, "You have the controls", "I have the controls." Do not use the phrase, "I have it."




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4.1.7 Crew Cross Checking

The PM must, without hesitation, call attention to deviations outside given tolerances or procedures. The PF must invite and accept cross-monitoring, and cross-checking. If the PM makes two corrective callouts and the PF does not take the appropriate corrective action, the PM shall assume that the PF is incapacitated and take the controls.

4.1.8 Subtle Incapacitation

4.1.8.1 Warning Signs

a. Loss of attention: Need to repeat instructions, checklist items, and radio calls. b. Unresponsive to communication: No response to two calls for correction are to be treated as

subtle incapacitation. c. Confusion. d. Loss of situational awareness. e. Difficulty with normal maneuvers: Refer to Stabilized Approach/Takeoff Procedures for additional

guidance.

4.1.8.2 Possible Causes

a. Sickness. b. Fatigue. c. Stress. d. Hyperventilation. Hyperventilation, or an abnormal increase in the volume of air breathed in and

out of the lungs, can occur subconsciously when a stressful situation is encountered in flight. A pilot can experience symptoms of lightheadedness, suffocation, drowsiness, tingling in the extremities, and coolness and react to them with even greater hyperventilation. Incapacitation can eventually result, and finally, unconsciousness can occur. The symptoms of hyperventilation subside within a few minutes after the rate and depth of breathing are consciously brought back under control. Early symptoms of hyperventilation and hypoxia are similar. Moreover, hyperventilation and hypoxia can occur at the same time. Therefore, if a pilot is using an oxygen system when symptoms are experienced, the oxygen regulator should immediately be set to deliver 100 percent oxygen, and then the system checked to ensure that it has been functioning effectively before giving attention to rate and depth of breathing.

e. Uncoordinated or Turbulent Flight Conditions: Uncoordinated turns, especially climbing turns, can cause misleading signals to be sent to the brain. Skids and slips give the sensation of banking or tilting. Turbulence can create motions that confuse the brain as well. Pilots need to be aware that fatigue or illness can exacerbate these sensations and ultimately lead to subtle incapacitation.

f. Hypoxia. g. Flicker Vertigo.

4.1.8.3 Countermeasures and Immediate Crew Actions

Dual Pilot:

a. Assume control of aircraft. b. Land as soon as possible. c. Declare emergency.




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4.2 IMPROVED AREA OPERATIONS

4.2.1 Airport Operations

a. Helicopters should avoid the flow of airplanes on approach to the runway by using the taxiway or heliport areas. This does not preclude the use of the runway by helicopters when conditions warrant and it is preferred that heavy helicopters use a runway or suitable parallel taxiway. Helicopter pilots should be aware that when a conflict between a helicopter and airplane arises over use of the runway, the helicopter is expected to give way.

b. When operating at an unfamiliar or complex airport, the airport diagram should be accessible for reference during surface operations and reviewed before taxiing.

c. Before crossing any runway or taxiway, scan the full length for traffic. Two pilot crews shall maintain a sterile cockpit and constant vigilance as to the aircraft's location versus the movement and location of other ground and air traffic.

d. Whenever possible, helicopters operating from airports are to be parked in an area that will not require extensive ground or hover taxi. Helicopters are not to be maneuvered in an area where rotor wash can reach airplanes, persons, vehicles, or objects that could be lifted by rotor wash.

e. Uncontrolled Airports. If operating in an uncontrolled airport, helicopters should use right hand patterns and make approaches to the infield, taxiway or heliport when local traffic patterns permit in order to avoid the flow of fixed-wing traffic. Report 10 NM out, entering downwind, base, final and leaving the runway.

4.2.2 Ground Taxiing

a. Helicopters with wheels are to be ground-taxied rather than hover-taxied whenever conditions permit. Wheeled helicopters shall not be taxied on grass, gravel, or other unimproved surfaces.

b. The clearances required to hover taxi will be the same for ground taxiing a wheeled-gear helicopter. Ground taxi should be accomplished by the pilot who is seated on the side of the aircraft closest to an obstruction or taxi hazard. Refer to Para 4.5.6 Rotor/Landing Gear Clearance Requirements and Para 4.2.2.1, Ground Taxiing on Offshore/Elevated Helidecks – Wheeled Aircraft for additional requirements.

c. During ground taxi, all landing gear is to be kept on a hard improved surface (concrete, asphalt, steel, etc.). Whenever ground taxi is required, a minimum clearance of three feet shall be maintained from the edge of the taxi surface.

d. A full stop landing (full down collective) shall be completed prior to any taxiing. Upon landing, and any time the aircraft comes to a full stop from ground taxiing, the PF will fully lower the collective and announce that the collective is full down before the ground taxi is initiated. The PM will also verify the collective is full down.

4.2.2.1 Ground Taxiing on Offshore/Elevated Helidecks – Wheeled Aircraft

In addition to the requirements in Para 4.2.2 above, the following applies:

a. Repositioning to clear the tail rotor from access points or to align the aircraft for passenger/cargo loading or refueling shall normally be conducted at a hover, using the aiming circle (where available and adequate) as a maneuver reference and observing any RFM and Heliservicio cross wind limitations.

b. Ground taxi is permitted if necessary to reposition for maintenance, or in limited circumstances as described in c. below.

c. Ground taxiing on elevated helidecks shall not be considered a normal operation and may only




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be conducted using small forward movements (less than ten feet total) and not requiring a turn of more than 15 degrees with the intent to avoid deck hazards, facilitate fueling or allow access to baggage/cargo compartments.

1) The crew shall discuss and agree on the proposed movement, and the HLO (if available), and inform the passengers of the required reposition. The discussion shall include:

a) Actual wind direction and velocity. b) Cross wind limitations (RFM and Heliservicio). c) Risk of dynamic rollover. d) Obstacle clearance. e) Potential hazards to passengers and deck personnel.

2) Pilots will comply with the high wind conditions limitations per Para 4.5.4.2.

4.2.3 Hover Taxiing

a. Prior to lifting to a hover, call ground advisory (where available) and obtain clearance. The advisory will clear the aircraft tail, and provide other taxi and/or parking information as required. This 'clearance' does not relieve the flight crew from “see and avoid” responsibilities.

b. Except when under positive control by a tower operator or ground signalman, back taxiing without visual clearance is to be avoided. When backing from a helipad, the helicopter will be rotated sufficiently to allow the pilot to clear the area he is moving into. This maneuver must be accomplished with due consideration given to obstruction clearance and appropriate hover height. A turn of 45 degrees is adequate to clear the area to the rear.

c. Hover operations shall be conducted with the aircraft aligned with the flight path, so that if flight is suddenly terminated, the aircraft will not be subject to the risk of dynamic rollover or sliding.

4.2.4 Helidecks / Raised Heliport Operations

Refer to Para 2.4, Arrival, and all its corresponding subparagraphs, in the Offshore Section.

4.3 UNIMPROVED LANDING AREA / CONFINED AREA OPERATIONS

a. Pilots shall consult with a Base Manager or Lead Pilot prior to conducting operations to unimproved landing areas within populated zones. Shopping center parking lots, city streets, unprepared sites or confined areas, landing zones (LZ), etc., will be considered unimproved landing areas. These can vary from fully open areas to areas surrounded by numerous obstacles.

b. Before landing to an unimproved landing area/LZ, the pilot shall perform a high and low reconnaissance IAW Para 4.3.2 below.

c. LZs within populated areas must be secured and defined by pre-briefed individual(s) at the zone prior to landing and taking off.

d. All LZs must be clear enough to allow descent to a three-to-four foot hover using the procedures found in the Confined Area Approach.

e. The LZ must provide sufficient rotor and landing gear clearance. If the LZ is so “tight” that opening a door is required to enter the area, then the area is not suitable and another landing area must be selected. Additionally, the operation should not present any obvious hazard to persons or property on the ground.




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4.3.1 Night Operations

a. After completion of the high reconnaissance, subsequent orbits may be conducted as required at an altitude no lower than 500 ft. AGL. A lighted wind indicator is required if wind information cannot be obtained through local ground communication.

b. The limits of the area must be clearly marked by lights or reflective material in such a way that the pilot can see the landing area from any direction. The following list of OMNI Directional Lights or reflective devices are approved. Other methods may also be available, thus the pilot is the final authority as to what is acceptable. Night Vision Goggles may be utilized in lieu of the lighting requirements listed below.

1) Electrical or battery powered lights. 2) Items wrapped with reflective tape. 3) Heliport surface painted or taped with reflective material. 4) Handheld flashlight wands. 5) Portable lights/reflectors – these should be placed in a rectangle or triangle pattern with at

least the corner points marked. 6) Rotating or flashing emergency vehicle lights. 7) Vehicle headlights – may be used if they are positioned in such a manner as to illuminate the

area while not blinding the pilot on final approach.

4.3.2 High Reconnaissance / Orbiting

Prior to landing at an unimproved landing area/helideck, pilots shall perform a high reconnaissance/orbit. For the purposes and requirements of this paragraph, the terms high reconnaissance and orbiting will be considered synonymous.

a. A high reconnaissance/orbit is defined as performing a minimum of a 360° circle around the intended landing area/helideck at an altitude no lower than 800 ft. AGL/helideck elevation, with an airspeed no lower than 60 KIAS, conditions permitting.

1) The purpose of the orbit is for the pilot/crew to evaluate the suitability of the landing area, while factoring the effects of the winds, obstacles on the ground or in the approach and takeoff paths (i.e., wires, cranes, etc.), loose objects on the ground/helideck that can become projectiles due to the rotor wash and brownout/whiteout possibilities. Before initiating the orbit, scan the intended orbit flight path for obstacles like antennas, towers and supporting wires, high power tension lines, etc.

2) When orbiting, pilots must be able to see intended landing area to ensure safe operations can be conducted.

3) Pilots will ensure the landing area/helideck size is commensurate with the aircraft’s appropriate rotor clearances and D-Value/performance capabilities.

4) In order to reduce the possibility of IIMC, a complete orbit is not required when operating in ceilings and visibility conditions of:

a) Day: Less than 800 feet and 3 sm. b) Night: Less than 1000 feet and 5 sm.

b. A low reconnaissance is accomplished during the approach to the landing area. When flying the approach, verify what was observed in the high reconnaissance, and check for anything new that may have been missed at a higher altitude, such as wires and their supporting structures (poles, towers, etc.), slopes, and small crevices.




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c. In reference to Para 2.4.2.2, verification of the landing area is critical to safety. Failure to perform a verification is considered a deviation from Heliservicio's safe operating practices.

4.4 MANEUVERS SECTION

This section of the Flight Operations chapter describes the basic maneuvers pilots shall perform in the conduct of flight operations. These procedures are common to all aircraft operated by Heliservicio regardless of type or size. Except to meet the needs of an inflight emergency, pilots shall not deviate from the procedures listed in this section. Pilots will be evaluated on these maneuvers/procedures during training.

4.4.1 Stabilized Approach Concept

4.4.1.1 VFR

Although not a maneuver, pilots are expected to adhere to the standards of the Stabilized Approach during all approaches.

Minimum stabilized approach height is 500 feet above the airport/heliport in VMC conditions, and if a circling maneuver is required, the aircraft will be wings level before descending below 300 ft. above landing elevation.

Pilots are expected to perform a missed approach or go around anytime the following stabilized approach concept parameters are exceeded or may be exceeded.

a. Bank angle equal to, or greater than 20 degrees. b. Airspeed ± 15 knots from the approach speed. c. When the apparent rate of closure exceeds the rate of closure that allows an approach to the

landing area with little or no flare when landing to a hover, or an excessive power application is required to stop over the landing area.

d. Sustained rate of descent greater than 500 FPM. e. Equipment failures that are a major distraction. f. Anytime a safe landing is in doubt.

In two pilot crews, any time that two unstabilized missed approach callouts are unanswered, the PM will assume that the PF is incapacitated and shall take controls and execute the missed approach.

4.4.1.2 IFR

Refer to Para 3.3 Stabilized Climb/Approach.

4.4.2 Final Approach Point

4.4.2.1 VFR – IFR Aircraft/Crews

a. Definition:

1) VFR Final Approach Point is when the aircraft is on the approach angle at 300 feet above the airport/heliport in VMC conditions, or

2) When in Reduced Visibility Conditions, a point ½ mile from the landing point (this may be prior to intercept of the approach angle).




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b. Procedures:

The VFR Final Approach Point identifies the location where the PM must begin providing information callouts to the PF. This does not preclude the PM from beginning callouts at an earlier point.

1) Minimum stabilized approach height is 300 feet above the airport/heliport in VMC conditions, or:

2) When operating in Reduced Visibility Conditions, prior to:

a) Descending below 300 feet AGL, or b) Slowing below Float Arming Speed (offshore), or c) Slowing below VY (onshore), or d) Passing ½ mile from the landing point.

Refer to Para 4.4.1.1 for specific procedures concerning continuation, or missed approach.

4.4.2.2 IFR

Refer to Para 3.3.2, Approach in IMC.

4.4.3 Normal/Crosswind Takeoff

See Heliservicio Training Program, Maneuvers Guide, and PC2 Handouts.

4.4.4 Reserved for Category A Takeoff and Landing Procedures

4.4.5 PC2 Takeoff and Landing Procedures


4.4.6 Confined Area/Maximum Performance Takeoff

This takeoff shall be used when departing unimproved landing areas and areas surrounded by numerous obstacles.

As much as possible, takeoff direction shall be into the true wind, with consideration given to obstacles, forced landing areas, noise sensitive areas, etc.

a. From a ten foot hover – used when brown out or white out conditions are not present.

Heading in the takeoff direction, check aircraft's feel (C.G., control positions, etc.) then check power (Torque, TGT, etc.). Proceed as described in c. below.

b. From the ground – used when brown out or white out conditions are present.

Place cyclic and pedals in neutral position. As the aircraft leaves the ground, adjust flight controls as necessary to maintain a level attitude and proceed as described in c. below.

c. Procedure:

1) Increase collective, maintaining heading with pedals (±10 degrees) and a near vertical climb attitude with slight forward movement until safely clear of obstacles.

2) After clearing obstacles, place the aircraft in trim, and accelerate to climb airspeed. 3) The aircraft may be turned toward, but not away from the true wind until above 300 feet AGL.




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4.4.7 Normal/Crosswind Approach


4.4.8 Confined Area Approach

a. This approach shall be used when landing to unimproved areas as described in Para 4.3. b. As much as possible, approach direction shall be into the true wind, with consideration given to

obstacles, forced landing areas, noise sensitive areas, etc. c. Perform a high reconnaissance IAW Para 4.3.2, High Reconnaissance/Orbiting. d. Maneuver the helicopter on downwind, base and turn the aircraft to arrive at a steeper than

normal final approach angle which will clear all obstacles, while maintaining constant visual contact with the LZ.

e. Aircraft should be established on approach angle by 500 feet AGL.

NOTE: This maneuver utilizes a steeper angle, a minimum rate of descent, a minimum airspeed, and higher power setting applied earlier than the normal approach.

f. Be prepared to execute a go around if conditions of imminent entry into settling with power are encountered.

g. Maintain a minimum rate of descent with collective, aircraft in trim above 50 feet and ground track and closure rate with cyclic.

h. Below 100 feet, align the aircraft with the direction of travel. i. Plan to arrive at the approach point with a three-to-four foot hover with little or no appreciable

flare. j. If brown out or white out conditions are present, perform an approach to the ground.

4.5 LIMITATIONS

4.5.1 Manipulation of Controls

Only qualified company pilots may manipulate the controls of an aircraft in flight. When single pilot operations are conducted on any flight with dual control equipped aircraft, the pilot shall fly from the primary pilot station.

4.5.2 Airspeed

Airspeed limited to 100kias for any flight operation conducted below 1000 ft. AGL within the bird strike mitigation area posted in Para 1.10.3, Bird Strike Mitigation.

4.5.3 Doors Open in Flight

The opening of any helicopter door in flight is not permitted except as required for SAR operations and procedures. For the purpose of this requirement, “in flight” means from the time the helicopter leaves the ground until it has landed on the surface. The Director of Operations must approve any other special operations that may require the opening of doors in flight. If an emergency necessitates the opening of a door in flight, it must be reported via the Reporte de Irregularidad form.

4.5.4 Weather

Refer to Air Taxi section, Para 1.7.2 for additional weather requirements.




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4.5.4.1 Wind Limitations

a. Light helicopters shall not be operated in sustained winds greater than 40 knots, or a gust spread of 15 knots or greater.

b. Medium and heavy helicopters shall not operate in winds greater than 60 knots. c. Turbulence affecting patient care may necessitate turndown of flight request at wind speeds

lower than those specified above.

Turbulence that can cause excessive rotor flapping can occur in winds of 15 knots and upwards. The variables involved include wind velocity, gust spread, obstacles, and vertical surfaces that change the direction of the wind, the angle the wind strikes the obstacles, and what portion of the rotor is in turbulence.

Landing decks that are elevated above all obstructions and permit the smooth flow of wind through the area may produce little or no turbulence and permit operation in winds up to 40 knots if there is little or no gust spread.

High wind conditions may prevent the possibility of shared parking on elevated helidecks. This possibility should be considered during flight planning.

4.5.4.2 High Wind Conditions

a. High wind conditions is defined as sustained winds of 30 knots or higher, gust spread greater than 15 knots in any wind condition, or thunderstorm activity within 10 NM at the operating surface. Once these conditions are encountered, restrictions to operations may apply.

b. Ground operations is defined as hover or ground taxi, and startup or shutdown. c. During high wind conditions, the pilot/crews shall comply with the following procedures (see

4.5.4.3 Figure 4 – Critical Wind Azimuth Chart.

1) When winds are 30 knots or higher, ground operations with a 60-degree or greater crosswind component are not permitted. Medium and heavy aircraft are permitted to deviate from this requirement only for ground taxiing at airports/heliports, as long as RFM limitations are not exceeded, in order to reposition to/from the runway.

CAUTION: When ground taxiing at airports/heliports, it is highly likely that crews will be forced to make turns, exceeding the limitations set forth in this paragraph, thereby exposing the aircraft to a hazardous situation. Pilots should exercise caution while ground taxiing with winds in excess of 40 knots and give due consideration to wind speed and direction while maneuvering. Pilots should also work with ATC to exercise alternatives to ground taxiing like present position takeoff or landing behind structures that can shelter the aircraft from the wind, i.e., hangars, terminal buildings, etc.

2) Ground operations with 30-to-60 degree crosswind component are permitted if all the following conditions are met:

a) Winds are not reported or observed to be greater than 40 knots. b) Passenger/cargo loading and unloading can be conducted under the supervision of the

ground crew, a crewmember (other than the pilot at the controls) or the HLO. c) Passengers and crew are briefed on wind and surface/deck conditions, maneuvering, and

other potential hazards prior to landing.

3) If winds are between 30 and 40 knots, and the crosswind component is between 30 degrees and 60 degrees passenger/cargo loading shall be conducted at flight RPM, and startup or shutdown is not permitted.

4) Passengers and platform personnel must be briefed when passenger/cargo loading is to be




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conducted at flight RPM.

d. If on offshore / elevated helidecks, the following applies:

1) The tail rotor shall not be positioned over a stairwell or other location that presents an unacceptable hazard in efforts to comply with this policy. If this cannot be accomplished within the limitations of the RFM or Heliservicio’s high wind conditions policy, an alternate landing site must be selected, operations should cease, or appropriate management personnel contacted.

2) Lack of non-skid coatings, presence of grease or oils, wet icy conditions on helidecks or landing areas may require application of these procedures in wind speeds lower than those defined as high wind conditions. The PIC must evaluate these conditions during the high and low reconnaissance and restrict operations appropriately.

e. The aforementioned guidelines are in addition to, and do not replace, other helideck or aircraft operating limitations as published in the RFM.

f. The Director of Operations may grant a one-time waiver from this procedure on a case by case basis if an equivalent level of safety can be assured.




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4.5.4.3 Figure 4 – Critical Wind Azimuth Chart (All aircraft)




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4.5.4.4 Hazardous Weather

Thunderstorms. No flight may begin under IFR conditions when current weather reports indicate that thunderstorms or other potentially hazardous weather conditions that can be detected with airborne thunderstorm detection equipment may reasonably be expected along the route to be flown, unless the airborne thunderstorm detection equipment is in satisfactory operating condition.

Icing. Refer to Para 4.6.1.3, Icing Conditions.

4.5.5 Equipment Requirements

4.5.5.1 Anti-Collision Lights

The anti-collision light switch should always be left in the ON position unless operational conditions or aircraft system limitations dictate otherwise.

4.5.5.2 Pulse Lights

If installed, pulse lights shall be selected to PULSE during enroute and terminal operations unless operational conditions or aircraft system limitations dictate otherwise.

4.5.5.3 High Intensity Strobe Lights (HISL)

HISL shall be ON after takeoff, and OFF before landing on aircraft equipped with HISL unless conditions or operational requirements dictate otherwise, .

4.5.5.4 Night Flight

For all night flights, each pilot shall have access to a flashlight which enables him to perform the functions of his crew station. The use of a flashlight containing two "AA" cell batteries or larger is acceptable. The use of a very large flashlight is discouraged due to the difficulty in handling the light and performing the functions of the crew station.

4.5.5.5 Transponders

If equipped with dual transponders, select the #1 transponder for odd days and #2 for even days.

4.5.6 Rotor/Landing Gear Clearance Requirements

Minimum clearance between two helicopters with rotors turning on both aircraft, 20 feet between rotor tips, or between one untied and one running helicopter, 20 feet between rotor discs.

Minimum clearance between rotor blades and stationary obstructions of height greater than 4 feet shall be 20 feet for S-92 helicopters.

No helicopter shall land with its landing gear closer than three feet to a landing gear obstruction.

4.5.7 Autorotation

Pilots are not to practice autorotation landings or descents unless they are a designated company instructor or accompanied by a designated company instructor in a helicopter equipped with fully functional dual controls. For aircraft specific requirements refer to the appropriate section of this chapter.

Pilots may perform operational autorotation RPM checks when directed by maintenance as follows:




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4.5.7.1 Single Engine or Light Twin Engine Aircraft

Commence the autorotation at an altitude high enough to ensure sufficient time to place the throttle(s) in the full open position, arrest the rate of descent and reestablish cruise flight by 500 feet AGL.

4.5.7.2 Heavy Twin Engine Aircraft

Operational check flights requiring autorotational RPM checks shall be conducted with two current and qualified pilots. Commence the autorotation at an altitude high enough to ensure sufficient time to place the throttle(s) in the full open position, arrest the rate of descent and reestablish cruise flight by 1000 feet AGL.

4.6 NORMAL PROCEDURES

4.6.1 Preflight Inspections

A preflight check shall be performed as per manufacturer's RFM for airworthiness and AVSEC compliance prior to the first flight of the day or shift.

a. Inspect fuel sample IAW Para 1.3.5.1, Preflight Fuel. b. If the aircraft is out of an Heliservicio base, and there is not maintenance personnel, untie aircraft,

remove inlet cover kit (if installed), and properly secure aircraft tiedowns prior to preflight. If flight is not imminent, pilots may preflight with the aircraft tied-down.

• Check completeness and condition of the aircraft tie-down kit and secure the engine inlet/exhaust cover kit(s). If carried onboard, the inlet/exhaust cover kit shall be stored in a manner which ensures security of the lanyards.

c. Ensure the current configuration of the aircraft, coincides with the information in the “Form C”. d. Check seatbelts, life vests, life rafts, survival kits and fire extinguishers as applicable. e. Check the aircraft publications as required IAW Para 1.3.4, Required Items Check. f. Logbook/Engineering Log Inspection. Inspect the Engineering Log IAW Para 1.3.3, Aircraft

Engineer Log Check. to ensure compliance with Paragraphs 1.3, Airworthiness and Maintenance, 1.3.1, Determining Airworthiness and Para 1.3.2, Daily Inspection.

NOTE: Component time changes and inspections shall not be overflown.

g. Open baggage compartment and check contents. h. 360° Walk Around. After completion of the preflight check, a 360° walk-around check shall be

performed, and then before every start. i. Subsequent starts: all flights after the first flight of the day until the last flight of the day. A 360°

walk-around check (or as close to 360° as space allows) shall be performed prior to each start, consisting of, but not limited to the following:

1) Aircraft and rotor tie-downs removed. 2) General condition of the aircraft. 3) Check fluid levels. 4) Check cowling security. 5) Check for leaks.

Refer to the specific aircraft for additional requirements.




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4.6.1.1 Cold Weather Operations

Any time ambient temperature is 40° F (5°C) or less, it will be considered "cold weather" and precautions will be taken as follows.

a. Pilots will review the RFM before flying in cold weather. b. Aircraft anti-icing shall be used in accordance with the RFM. c. Recommended cold weather fuels or fuel additives shall be used in accordance with the RFM. d. When operating on ice, the aircraft may turn as power is reduced or increased unless anticipated

and controlled. Do not land too close to obstructions as there is a possibility the aircraft may slide on the ice.

e. When operating in powdery snow conditions, plan all takeoffs, landings and flights to avoid "white out."

4.6.1.2 Conducting the Outside the Aircraft Check (OTAC)

The following OTAC procedures are focused toward properly equipped and certified aircraft for flight into know icing conditions; however, ALL aircraft must be checked anytime conditions may exist for accumulation of frost, ice, or snow.

a. The PIC will complete an OTAC anytime conditions may exist for accumulation of frost, ice or snow.

b. The OTAC will be performed on the required 360 degrees walk around. c. If ground icing conditions exist, the flight may not proceed until they are no longer present. d. The OTAC will consist of:

1) A visual check for the accumulation of frost, ice, or snow. 2) The check will ensure that the wings, control surfaces, rotors, engine inlets, and other critical

surfaces are free of frost, ice, or snow.

a) The vertical surfaces must be free of frost, ice, or snow. For S-92A specifics, refer to item (e) below.

b) The aircraft fuselage, sponsons, nose, and other non-critical surfaces may have accumulation not related to Ground Icing.

e. S-92A ONLY:

1) In remote areas, light icing of 3 inches or less accumulated from the previous flight, may be adhering to the leading edges of the vertical and horizontal stabilizer.

2) If de-icing equipment is available, then the aircraft must be de-iced prior to departure.

4.6.1.3 Icing Conditions

a. Helicopter flights into known or forecast inflight icing conditions are prohibited unless helicopter is equipped with "De-Icing" equipment and pilot(s) have been trained and qualified on specific equipment to be operated. The de-icing equipment must be certified to the level of operation expected.

b. Helicopter operations during ground icing conditions are prohibited. c. Pilots may not takeoff with frost, ice, or snow adhering to any rotor blade, windshield, stabilizer,

engine inlet, pitot or static system inlets. d. Chemicals or fluids other than water shall not be used to assist in the removal of ice unless

specifically authorized by Lafayette Maintenance for that purpose. e. Helicopters shall not be run up in order to remove ice or snow from the rotor system as a severe




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out of balance condition may develop. However, aircraft covered with frost may be run-up to remove frost, but must be shut down and inspected for remaining frost prior to flight.

f. When freezing precipitation is forecast, aircraft should be hangared. If this is not possible, engine inlet and exhaust covers will be installed.

g. When available, ground heater units may be used to remove ice from aircraft. Pay particular attention to throttle cables to ensure all moisture is removed.

h. Ensure that all ice and snow is removed from the engine inlet area. On some aircraft this may require the use of an inspection mirror because of the possibility of snow or freezing moisture collecting behind a lip or ledge and not readily visible without cowling removal.

i. Inspect fuel drains to ensure normal drainage. j. Ensure the landing gear is not frozen to the ice or snow. k. Prior to start, ensure that the engine is not frozen by turning the rotor system backwards.

Resistance to being turned backwards under these conditions normally indicates a frozen engine

l. If current weather reports and briefing information relied upon by the Pilot in Command indicate that the forecast icing condition that would otherwise prohibit the flight will not be encountered during the flight because of changed weather conditions since the forecast, the flight may be commenced.

4.6.2 Fuel Planning

Refer to Para 1.7.5 for Fuel Supply requirements.

a. See each applicable aircraft section in this chapter for fuel burn and calibrated airspeed inputs. When utilizing the electronic flight bag (EFB) for flight planning, use the following calculations:

1) Start up and Taxi time – as appropriate for the airframe and location. 2) Initial takeoff and climb – climb time of 5 minutes up to and including 5000 feet MSL, or 10

minutes above 5000 feet.

b. If an IFR alternate is required, add the following fuel to the fuel reserve time:

1) Approach at destination – add 10 minutes if utilizing an OSAP approach. A HEDA does not require additional reserve time.

2) Missed approach – add five minutes up to and including 5000 feet MSL, or 10 minutes above 5000 feet MSL.

3) Approach at alternate – add 10 minutes if utilizing an OSAP approach. For an onshore alternate, plan routing as appropriate.

NOTE: The climb time column should not exceed 15 minutes. Additional fuel requirements should be added to the reserve column to avoid inaccurate ETA transmission.

c. Conservative use of forecast wind and temperature data, or the actual winds and temperature data for the appropriate altitudes should be used to compute fuel requirements.

NOTE: Preflight fuel planning shall be accomplished IAW GOM sections, Offshore Flights, Offshore Alternate and Onshore Departure unless customer requirements dictate an alternate fuel planning method.

d. In flight – Fuel flow and endurance calculations will be performed during the cruise checklist. If dual pilot, the PM shall verbalize this check. This callout will contain fuel quantity, fuel burn, and fuel quantity remaining at destination. The PM shall review fuel status near the midpoint of the flight (not to exceed 45 minutes) and inform the PF of the fuel remaining and the estimated fuel remaining at the destination.




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4.6.3 Systems Checks

Pilots shall perform a complete systems checks prior to the first flight of the day or shift. Multi-pilot crews will conduct systems check with both pilots in the cockpit unless operational conditions or aircraft system limitations dictate otherwise.

4.6.4 Checklists Use and Control

Use of the Heliservicio aircraft checklist is mandatory for all operations. All aircrews will utilize the appropriate checklists onboard aircraft IAW the pertinent checklist instructions, i.e. General Instructions on the back of the Normal Procedures Checklist. Checklists shall not be amended without Director of Operations approval.

4.6.5 Use of Cabin Separation Curtains

As a mitigation measure to possible contagion exposure during flight operations, curtains are being installed in Heliservicio aircraft to serve as a barrier between the cockpit and cabin areas as protection for Crew and Passengers. During pre-flight, it is the PIC’s responsibility to verify that curtains are properly installed, clean, in good condition and, if applicable, that no visible gaps exist between the curtain and Velcro or between the Velcro and airframe. Locally manufactured curtains are equipped with clear plastic window(s), which allow the pilot(s) to look in the cabin when needed. Current GOM procedures requiring all passengers be properly seated with seatbelts on remain in effect, and the crew must ensure that all cabin doors are secure. Curtains should remain closed while passengers are aboard except as required for safety of flight or as mandated by the applicable Rotorcraft Flight Manual. The curtains will be listed in the appropriate NEF (Non Essential Furnishings) and all related policies apply.

4.6.6 Engine Starting

In order to equalize high engine temperatures encountered during engine start, the #1 engine should be started first on odd numbered days, and the #2 engine will be started first on even numbered days for twin engine aircraft. This does not preclude the pilot from starting any engine first when the need arises.

4.6.7 Takeoff and Landing Procedures

a. Unless current conditions or ATC instructions dictate otherwise, all available takeoff space shall be utilized when departing land based heliports or airports.

b. When takeoff and landing positions are marked at heliports or airports, they shall be used in accordance with local procedures, and above paragraph.

c. If payload reductions are deemed necessary in order to position for takeoff, coordinate with the Base Manager to inform the customer, or to determine alternate procedures for departure.

d. Deviations must be approved by the Base Manager. The local Heliservicio Dispatch Office will inform flight crews of the active runway, and reposition instructions as necessary.

4.6.8 Takeoff Profiles – PC1/PC2

a. Performance Class II procedures shall be utilized when the crew is qualified and the takeoff/landing area is suitable for such operations.

b. Refer to Para 4.4.5 above, the Flight Training Manual and RFM for specific takeoff and landing profiles.




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4.6.9 Minimum Safe Altitudes

Except when necessary for takeoff or landing aircraft shall be flown at an altitude, that if an engine fails, an emergency landing can be made without creating an undue hazard to persons or property.

Heliservicio is a strong advocate of the "FLY NEIGHBORLY" policy. Weather permitting; all flights shall be conducted at 1000 feet AGL or higher.

Other than takeoff and landing, operations shall not be conducted below 300 feet AGL without the approval of a Base Manager or designee.

Aircraft are not to be flown at an altitude lower than the highest surrounding obstructions without first determining what other obstructions such as cables, wires, etc., may be present. Flight below surrounding obstructions shall be in the takeoff and climb out, or descent and landing phases only.

To determine if there are obstructions, circle the area at an altitude above all possible obstructions and carefully look for poles, wires, etc. Always presume wires will be strung in any direction from towers, poles, buildings, etc.

Takeoff, landing or flight under wires or any other object is prohibited unless the operation is specifically approved by the Base Manager.

4.6.10 Landing

a. VFR: Complete the Before Landing Checklist shall be completed at pilot discretion, but no later than the VFR Final Approach Point (Para 4.4.2) and prior to slowing below VY.

b. IFR and VFR: The Flight Director shall be decoupled prior to: • Slowing below minimum coupling speed (all aircraft)

c. Rig approach, OSAP, and HEDA and reduced VIS VFR offshore: • When coupled, the radar ALT mode shall be used below 500 feet AGL if operational.

4.6.11 Setting Parking Brakes – Wheeled Aircraft

a. When setting the brakes for parking, the following procedure shall be utilized: 1) The aircraft shall be brought to a complete stop. 2) The PF shall ensure that the cyclic is centered, or positioned as necessary to ensure the

aircraft remains level, the collective is full down, and the pedals are neutral. 3) The pilot in the right seat shall retain or assume the flight controls and set the brakes IAW the

checklist. The pilot in the left seat will guard the controls while the pilot in the right seat sets the brakes.

b. When landing to moving vessels or other movables that are not in Dynamic Positioning/ Stabilization, the wheel brakes shall be set (ON) prior to landing. When landing to helidecks not on vessels or other movables, the wheel brakes should be set prior to landing.

4.6.12 Aircraft with Dual Flight Controls / Guarding of Flight Controls

On aircraft equipped with dual controls, the PF will have his hands on the controls any time passengers or the PM in the front seat is entering or exiting the aircraft.

4.6.13 Engine Cool Down

Unless otherwise noted, engines shall be cooled down according to the specific aircraft checklist or RFM normal procedures.




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4.6.14 Stopping of Rotors

Do not use collective or pedal input for main rotor braking in any Heliservicio aircraft as this procedure creates excessive bearing wear and force on the tail rotor and related drive train.

4.6.15 Post-Flight – 360 degrees Walk Around

a. Perform walk around with emphasis on aircraft general condition, fluid leaks/ levels, loose cowlings, etc.

b. Install tie-down kit as required. c. Install engine inlet covers as required. d. Ensure engineering logbook has appropriate entries. e. Notify management of any discrepancies.


Refer to Para 2.5 in the Offshore section for additional Emergency Procedures applicable offshore.

4.7.1 Definitions – Urgency of Landing

4.7.1.1 Land Immediately

Urgency of landing is paramount. Primary consideration is to ensure survival of occupants. Landing in water, trees, or other unsafe areas should be considered only as a last resort. However, floats will enable you to land on the water.

4.7.1.2 Land as Soon as Possible

Land without delay at nearest adequate site at which a safe approach and landing can be made.

4.7.1.3 Land as Soon as Practical

Think of this as “practically able.” Extended flight beyond the nearest approved landing area where appropriate assistance can be expected is not recommended. The landing site and duration of flight are at the discretion of the pilot. This does not mean fly to a mechanic, but where a mechanic can get to you.

4.7.2 Emergency Checklists

In an emergency, the PF will take the immediate action required, and then call for the emergency checklist.

Do not rely on memory for emergency procedures beyond Immediate Action steps as addressed in the checklist.

For all engine malfunctions, both pilots shall identify/confirm which engine has the problem before any switch or throttle is closed. Action items that require movement of throttles/engine controls and fuel switches/valves will be accomplished by the CDV method of checklist use. The remaining "clean-up" of non-critical items can be accomplished by the DV method.

Any emergency or malfunction action item that requires movement of a critical switch or control shall be accomplished by the CDV method. Non critical action items may be completed by the DV method.

4.7.3 Circuit Breaker Policy

Unless otherwise directed by an emergency or malfunction procedure, if a circuit breaker trips in flight, it shall not be reset while in flight. Prior to takeoff, a circuit breaker may be reset one time if the cause




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of the failure is known, and maintenance has been consulted. In any event, a circuit breaker shall not be reset more than once.

4.7.4 Inadvertent IMC

4.7.4.1 Avoiding Inadvertent IMC

Know the possibilities prior to flight and be prepared for the worst. Maintain situational awareness and recognize weather conditions. Make a decision to do something. Land, turn around, but don't just continue, thinking it will get better.

WARNING – THIS IS AN EMERGENCY SITUATION. ACCEPT THAT YOU ARE NO LONGER TRYING TO AVOID IMC AND ARE NOW IN IMC CONDITIONS. VISUAL REFERENCE IS NO LONGER AVAILABLE SO FOCUS YOUR ATTENTION ON THE AIRCRAFT’S INSTRUMENTS AND CROSS CHECK.

4.7.4.2 Initial Procedures – Recovery from Unusual Altitude

a. Attitude indicator.

1) Wings level. 2) Bar on horizon.

b. Altitude steady or climbing if dangerously low.

1) Power: Set cruise power. 2) Trim: Make sure aircraft is in balanced flight. 3) Do not attempt any turns until the aircraft is under control with reference to the

aircraft's instruments. 4) Stay on the instruments.

4.7.4.3 Climbs, Turns, and Descents

a. Climbs: Maintain cruise power and decrease airspeed by ten knots. This should generate a climb of approximately 500 feet per minute.

b. Descents: Maintain cruise airspeed and decrease power by ten percent torque. This should generate a descent of approximately 500 feet per minute.

c. Turns: Use approximately 10 degrees angle of bank. This should generate a turn which is slightly less than standard rate.

4.7.4.4 Regaining VMC Conditions

Execute a 180 degrees turn to return to VMC. Remember, the heading to turn to is 180 degrees from the original heading. If an unusual attitude has been experienced, the current heading may be different from the original heading. Ensure to turn to the reciprocal of the original heading.

Execute a 180 degrees turn using approximately 10 degrees angle of bank to ensure no more than a standard rate of turn is used.

Know the MEF or MEA's (from sectional or IFR charts) in the local area and climb as necessary to avoid obstacles and terrain or to obtain known VFR on top. MEA offshore is 2000 feet.

4.7.4.5 Communicate

Advise flight following or ATC as appropriate that you are IMC. If talking with ATC, declare an emergency.

a. Give last known position.




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b. Heading and altitude. c. Fuel remaining. d. State the intentions and ask for assistance in obtaining information on:

1) Surrounding weather. 2) Obstacles. 3) ATC facilities and capabilities. 4) Obstacles and terrain.

4.7.5 Loss of Two Way Radio Communications

In the event of a loss of two-way VHF radio communications, the pilot of a VFR aircraft will proceed to his destination or a Heliservicio maintenance base whichever is closer. Pilots of IFR aircraft shall follow AIM procedures.

After landing, the pilot must close his flight plan via telephone or customer's radio. Subsequent flight(s) may be made with approval or when VHF communications have been restored.

A Base Manager may approve a one-time flight to a Heliservicio maintenance base with a flight plan filed on the telephone. MEL requirements must be completed prior to flight.

4.7.6 Precautionary Landings

A precautionary landing will be made in the event the pilot feels that his aircraft is not operating properly or he has an indication that there has been a malfunction, and a considerable delay in checking this could affect the safety of the flight. The pilot will report to the nearest radio station giving his intentions, place of landing, and assistance required, if known. The aircraft will not be flown until properly released for flight (see Para 1.3.8, Airworthiness Release).

4.7.7 Emergency Forced Landing Over Land

When a pilot is forced to make an emergency forced landing over land areas, he will attempt to make the landing in terrain suitable to the type landing gear and the nature of the emergency. The pilot will attempt to make radio contact and give his position to the nearest radio station during the descent.

All personnel will remain at the landing site unless no radio contact was made, and they are only a short distance from a populated area. In this case, the pilot will attempt to notify the nearest operational base by telephone.

4.7.8 Emergency Evacuation Duties

The PIC is responsible to ensure that all passengers are properly briefed as to location and use of all survival equipment, and emergency exits. The PIC is responsible for the execution of those procedures which are necessary for control of the aircraft and equipment as is necessary to meet the emergency situation, as listed below:

a. As soon as possible after the landing, the PIC should check on the condition of all passengers, count them, and make them as comfortable as conditions allow. The decision to activate rescue beacons (EPIRB, ADELT, ELT, etc) should be made at this time.

b. Passengers should be given additional instructions or assistance as early as practical in the event it becomes necessary to abandon the aircraft before rescue facilities arrive. When there is an SIC, the PIC should delegate these functions to him. The PIC shall ensure that each person who may need assistance to move to an exit (and that person's attendant, if any) has received a briefing as to the procedures to be followed if an emergency evacuation becomes necessary.




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The person needing assistance will be placed in the most practical position to facilitate his access to an exit without impeding the exit of other passengers.

4.7.9 Bomb Threat Incidents

Pilots who suspect a bomb may be aboard the aircraft should immediately notify the Base Manager or, in his absence, the Lead Pilot via radio, or telephone if not airborne, for instructions. In the event a pilot is operating outside the Heliservicio network and believes a bomb threat exists, he should request assistance from the nearest tower, flight service station, or airport manager. In any case, after landing the pilot shall evacuate the aircraft of personnel, leaving all cargo in the aircraft, and ensure a Law Enforcement Agency has been notified.

4.7.10 Hijacking Incidents

If a hijacking is threatened, the pilot will attempt to comply with all requests of the hijacker to prevent any chance of injury or loss of life.

The pilot will notify the nearest Heliservicio facility or ATC by radio and, if the aircraft is so equipped, squawk code 7500 on the transponder.

The Base Manager, Lead Pilot, or ATC will then coordinate follow-up action with local, state and federal law enforcement agencies.

4.7.11 Inflight Medical Emergencies

If an Inflight Medical Emergency is encountered, the crew must ensure safe flight of the aircraft is the primary consideration. If a pilot incapacitation occurs, then refer to Para 4.1.8, Subtle Incapacitation. If the affected person is a passenger:

a. Solicit assistance from other passengers as needed. b. Contact Heliservicio and advise them of the situation. c. Determine the appropriate response and notify Heliservicio of intentions. d. If IFR, notify ATC, declare an emergency if needed, and state intentions.

NOTE: Safe flight of the aircraft is paramount.

4.8 WEIGHT AND BALANCE (W&B)

All flights, whether training or operational, will meet requirements to determine the aircraft is in proper configuration and within W&B for the entire flight.

Prior to a customer flight, the PIC shall ensure that an approved manifest is prepared and carried onboard the aircraft. Refer to Para 1.11.1, Manifests for additional information.

The PIC shall ensure the W&B calculations are completed accurately, and in compliance with the RFM, by using one of the following methods:

a. Electronic flight bag (EFB) or integrated aircraft computer system b. Approved Sikorsky iFly app c. Longhand computation. d. Aircraft loading schedule located in the RFM or appropriate aircraft section. See Loading

Schedule below.

Actual passenger, baggage, and cargo weights shall be utilized when determining W&B. Customer manifests listing actual weights may be accepted as complying with this requirement.




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If actual passenger weights are not used, i.e., "asked" weight, then ten pounds must be added to the passenger's declared weight.

4.8.1 Loading Schedule

When a loading schedule is presented, it may be used in lieu of actual W&B computations if the aircraft meets the required configuration. Individual loading schedules are found in each aircraft section of this part.

4.9 HANDLING AND SERVICING

All Maintenance Check Flights should comply with the bird strike mitigation when able. See individual aircraft procedures.

4.9.1 Daily Logbook Entries

a. Flight time in hours and minutes in UTC b. Number of starts and takeoffs c. The daily power trend or assurance check d. Any discrepancies noted for the day, including any unusual starts e. Defects noted if applicable.

4.10 SECURING AIRCRAFT

Aircraft shall be tied down only with those ropes and/or straps contained in the approved tie-down kit for that model or the Offshore Tie-down Straps placed at selected offshore locations.

Substitutions or additions to this kit shall not be made unless an emergency situation exists. High winds which cause concern that the tie-downs might fail will be considered an emergency situation.

NOTE: All tie-down kits must be kept in good condition. Replace ropes or straps that show signs of deterioration or wear. Interconnecting lanyards or ribbons shall not be removed. Use of less than the complete tie-down kits is prohibited except as described in the following section.

When installing the airframe tie-down kit, all tie-downs shall be used, including all main rotor tie- downs. This includes tying down for other aircraft to land. The cyclic sock shall be placed on the pilot -side cyclic with the lanyard passed through the Co-Pilot door. The requirement to install the sock through the Co-Pilot door is not applicable to dual pilot helicopters.

See the specific aircraft for make/model tie-down procedures.

CAUTION




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4.10.1 Airframe Tie-Down Policy

Aircraft shut down onshore or offshore shall be tied to the heliport/deck/ramp under the following conditions:

a. When severe weather exists, is imminent or forecast. b. When thunderstorms or squall lines are in close proximity or are forecast. c. When high wind conditions exist or are forecast. d. When medium or large helicopters land on, or depart from, an offshore helideck occupied by

another helicopter, the helicopter on the deck, regardless of size, will be tied to the deck. e. Helicopters remaining offshore, and helicopters remaining outside onshore overnight, shall be

tied down using the entire tie-down kit. f. Any crewed aircraft on night duty will comply with tie-down procedures. g. Follow the Aircraft Tie-Down Procedures listed in the Handling and Servicing Section for the

appropriate aircraft.

Airframe tie-downs may remain attached during ground runs; however, installation or removal of the tie-downs while the rotor is turning is prohibited unless operational necessity exists due to aircraft emergency, adverse weather, or other hazardous conditions. Prior to installing the tie-downs during rotor turning operations, the crew must conduct a briefing to ensure all hazards are mitigated. Additionally, all loose portions of the tie-down kit, including the cyclic sock, must be secured to avoid entry into the rotor system or intakes.

See specific procedures for each aircraft.

4.11 AUTOMATION AND AIRCRAFT SYSTEMS CONFIGURATION

4.11.1 Automation Policy

a. In all aircraft equipped with a Flight Director/Autopilot system, except for flight training and takeoff and landing, coupled flight is required when operating: 1) At Night. 2) VFR in Reduced Visibility conditions (less than 800 feet and/or 3SM visibility).

b. Hand-flying is authorized for dual-pilot crews in IMC for the following phases: 1) Takeoff. 2) Enroute. 3) Initial and intermediate approach segments. 4) Final approach segment provided the weather report at the destination is greater than 500

feet ceiling and 3SM visibility. c. Coupling is mandatory when any of the conditions listed in the Stabilized Climb / Approach are

exceeded, unless a Flight Director or Autopilot malfunction prevents coupling. d. The pilot operating the Flight Director shall verbalize all flight director configuration changes,

which include heading, altitude, and airspeed (bug) settings. Aircrews will monitor the AFS/FMS

To ensure the safety of all personnel involved in securing aircraft and related equipment, DO NOT wait until the severe weather approaches to begin securing aircraft. Ideally, all aircraft and equipment should be secured/hangared no less than ONE hour prior to severe weather approaching the area. Maintenance personnel or flight crews may elect to hangar the aircraft until the weather passes. No action will be taken on the flight line with lighting within 5 SM.

WARNING




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by cross-checking mode selection and status, observing the result of any change and supervising the resulting guidance and aircraft performance.

e. While coupled, the PF will guard the controls at all times (having the hands and feet resting near the cyclic, collective and pedals) and the PM will be prepared to assume control of the aircraft IAW Para 3.3 Stabilized Climb/Approach Procedure.

f. The PM will observe all inputs to the Flight Director/Autopilot to verify correct action/procedure is used.

g. When engaging or disengaging the Flight Director and/or Autopilots, the PF must have "hands-on" controls and be prepared to manually manage aircraft flight path in the event of any level of automation failure.

h. Coupling during high work load is recommended (congested airspace, approach briefings, emergency procedures. See appropriate aircraft section for specific procedures.

i. No modes of the Flight Director/Autopilot System may be coupled below RFM limitations. ALT PRE shall not be armed on the ground.

4.11.2 Collision/Terrain Avoidance

Pilots shall use all onboard collision/terrain avoidance equipment, (i.e., Pulse Lights, TAS, TCAS, EGPWS, and Radar Altimeters, etc.) and proper scanning techniques (see and avoid).

4.11.2.1 Use of Alert Systems – TCAS, EGPWS and Altitude

4.11.2.1.1 Traffic Alert Systems (TCAS)

TCAS shall be on prior to takeoff, and shall remain on during all flight operations. Aural alerts may be muted or the volume reduced as necessary to facilitate communications, but the aural alert must be returned to normal as soon as possible. In some cases the system may be placed in standby during offshore approach procedures. Refer to the specific aircraft Flight Operations Section or Checklist for detailed instructions.

a. TCAS range selecting should be done in accordance with the TCAS Flight Manual Supplement.

NOTE: Evasive maneuvers based solely on TCAS are authorized when under ATC control, but deviations must immediately be reported to ATC.

b. Crew Procedures: Traffic alerts shall be visually confirmed when possible. When multiple targets are detected, the crew shall confirm that each individual target is either in sight or not in sight. Confirmation shall be made through challenge and response.

Example: Challenge “TCAS traffic at one o'clock low, no conflict.” Response “Traffic in sight.” If a potential traffic conflict is detected and confirmed visually, the crew shall maneuver as necessary to resolve the conflict. Crew should attempt radio contact with the conflicting traffic where possible.

4.11.2.1.2 Enhanced Ground Proximity Warning Systems (EGPWS)

Crew Procedures: System Alerts must be recognized and complied with as appropriate (Refer to the appropriate RFM). A “go around” is required during landing if a WARNING is presented and the aircraft is not appropriately configured.

4.11.2.1.3 Use of Altitude Alerts

a. Altitude alerting systems are used to alert the pilot/crew of operating near the surface and to highlight or remind of other important altitudes. Aircraft that allow for differential settings between




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each pilot position shall set both sides to a matching number in accordance with the policies below.

b. Crew Procedures (Radar Altimeter): Refer to appropriate section regarding proper Radar Altimeter setting for different types/phases of operations (Air Taxi, Offshore, and IFR). The proper use of this equipment provides additional barriers to CFIT.

4.11.2.1.3.1 Radar Altimeter Based Systems

a. Prior to takeoff, the RA based alert shall be set to highlight the entry to the Stabilized Approach Concept (Para. 4.4.1) as follows:

1) Day flights: 300’ AGL. 2) Night and IFR flights: 500’ AGL.

b. After takeoff, the RA based alert shall remain as set for takeoff, except for the following conditions:

1) In preparation for an instrument approach, crews shall adjust the RA based alert to the appropriate MDA or DA/DH for the approach.

2) Following transition from IFR to VFR prior to landing (cancelling IFR), the setting shall be returned to the takeoff setting; or,

3) As deemed necessary by the crew to emphasize other important altitudes that contribute to safety and are unique to the current flight. This is meant to be a temporary setting and should be returned to the above parameters as soon as safely practical.

4.11.2.1.3.2 Barometric Altitude Based Systems and/or Additional RA Systems

Prior to Takeoff, the Barometric based or additional RA based alerts shall be set to highlight bird strike mitigation policies IAW Para 1.10.3 Bird Strike Mitigation as follows:

a. All VFR and IFR flights – 1000 feet MSL (adjusted as necessary to approximate 1000 feet AGL for the area of operation.

b. After takeoff, the barometric based or additional RA based alerts shall remain as set for takeoff, except for the following conditions:

c. In preparation for an instrument approach, crews may adjust the Barometric based alert to appropriate step down altitudes or MDA/DA for the approach.

d. Following transition from IFR to VFR prior to landing (cancelling IFR), the setting shall be returned to the takeoff setting.

If the aircraft is equipped with more than one radar altitude based alert, it shall be set at 1000 feet AGL, but only if it does not cancel the aural alert set in 4.11.2.1.3.1 Radar Altimeter Based Systems.




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Paragraphs 4-12 to 4-19 reserved.




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SIKORSKY S-92 PROCEDURES

4.20 LIMITATIONS

4.20.1 S-92 Crewing Policy

The S-92 shall be operated by a current and qualified S-92 crew. This includes normal first start run-ups for systems checks, run-ups for maintenance systems or leak checks, operational check flights, ferry or reposition flights.

4.20.2 APU Operations

a. For non-flight purposes, a S-92 qualified pilot may operate the APU and shall monitor the operation from the cockpit.

b. In order to minimize hours and cycles on the APU, ensure the APU is OFF while conducting traffic pattern work (day or night) or while performing multiple instrument approaches.

4.20.3 Rotors Turning / Rotorwash

a. Use extreme caution while operating near other aircraft and areas where rotor wash may cause damage. Ground taxi the aircraft whenever possible. Refer to Para 4.5.6.

b. AC Power Interruptions. An AC power interruption or a Collective Trim malfunction with the rotors turning will allow the collective to rise while on the ground or drift to a neutral position while in flight; if the co-pilot’s displays go blank while the rotors are turning, this situation may be encountered. The pilot flying must guard the collective until AC power is restored.

c. Due to the limited space in the Veracruz base parking spots, only one aircraft at a time is permitted to be rotors turning if there are intentions to move an aircraft, i.e., reposition, taxi, etc. If there will be no movement, there are no restrictions for aircraft to be rotors turning from both parking spots.

4.20.4 Fuel Crossfeed

The use of fuel cross feed during flight is prohibited unless required in an emergency. Refer to SAR procedures for use of crossfeed.

4.20.5 Air Conditioner Usage

As an additional COVID-19 mitigation procedure, the environmental system should be configured so that there is always outside air coming into the cockpit and cabin (not in recirculation). If cooled air is needed, both the cabin and cockpit mode selections shall be only operated in the AC mode only during all operations to provide a continuous supply of fresh air. The MAX AC mode should not be used during normal operations. The temperature can be adjusted normally according to the desired cockpit/cabin temperature. The HEAT and VENT modes can be used normally as needed. During an emergency procedure, the environmental system shall be used as required by the emergency checklist or at crew discretion.

4.20.6 Advancing Throttles

When advancing throttles to fly, the pilot shall manually maintain control of NP/NR acceleration and not rely on the FADEC to control engine acceleration.




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4.20.7 Training Mode

Use of the training mode in flight is not authorized unless a qualified Flight Instructor is occupying a pilot seat or the pilot has been specifically trained to perform a maintenance function. Training Mode shall not be utilized with passengers on board.

4.20.8 Altitude Alerts Setting

Audio warnings can be disabled when the RA on the DCP is selected to 15 feet or less; therefore, do NOT set the RADALT or MIN to less than 50 feet. For SAR specific procedures, see Chapter 5, SAR Procedures.

4.20.9 High Intensity Strobe Lights

a. After takeoff and when clear of persons on the ground, HISL LTS switch: ON. b. Before landing, HISL Strobe LTS switch: OFF.

4.20.10 Landing Gear Retract

Do not retract the landing gear on takeoff prior to establishing a stable climb and reaching VY.

4.20.11 Engine Power Assurance Check (EPAC)

The EPAC should be accomplished in flight on the first outbound flight each day. It is preferred that the EPAC be accomplished at 120 KTAS (the target TAS from the EPAC page) and above 1000 feet PA; however, operational considerations such as IFR flight may dictate a different altitude for the check, or ground EPAC could be conducted.

4.20.12 High Wind Nose High Attitude

If encountered, place the wind approximately 30 degrees to the right of the nose. This change in wind angle will require more left pedal causing the tail rotor to provide more lift, and thereby lowering the nose of the aircraft.

4.20.13 Minimum Runway Length

For all departures, a minimum of 2250ft of runway shall be utilized. In order to maintain minimum required runway length for departures, adhere to the following guidelines:

a. Veracruz

1) Runway 01: Intersection of Taxiway Alpha. 2) Runway 19: Intersection of Taxiways Echo, Bravo or Alpha.

b. Tampico.

1) Runway 13: Intersection of Taxiways Alpha or Bravo. 2) Runway 31: Intersection of Taxiways Alpha or Bravo.

c. Villa Hermosa

1) Runway 08: Intersection of Taxiway Alpha. 2) Runway 26: Intersection of Taxiway Bravo.

NOTE: Crews may utilize the entire runway if desired but never less than the above locations.




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4.21 NORMAL PROCEDURES

4.21.1 Preflight

Normally maintenance personnel will accomplish the Daily and AVSEC Inspections prior to the first flight of the day. An additional engineering logbook entry will be made indicating that the aforementioned Inspections have been completed. Pilots will perform a walk around inspection at a minimum prior to engine start.

Prior to flight, the following items must be signed off:

a. Daily Inspection (can only be signed off by Maintenance) and AVSEC Inspection b. Preflight check and AVSEC Inspection c. Cowling check d. Shear Test as required

If necessary, flight crews can preflight an S-92, sign the Preflight Check, AVSEC Inspection and the Cowling Check in the Engineering Log.

Perform the Preflight Check in accordance with the S-92 RFM Section II Normal Procedures.

Minimum preflight for subsequent flights, require only the Engine Oil, Hydraulic modules and T/R, INT and Main Gearbox levels be checked.

4.21.2 Run-up/System Checks

a. Dark Starts. After verification of the following switches and their position, pilots may turn the battery on to provide light in the cockpit prior to starting normal checklist procedures.

1) APU: OFF 2) Floats arming SW: SAFE 3) Float test panel: NORM and OFF 4) Life raft test panel: SAFE and OFF

b. Float Procedure. The float test procedure shall be performed IAW the procedures found in the S-92 checklist.

CAUTION: There are two different types of test panels available in the S-92. Ensure that the proper checklist for the aircraft is utilized otherwise an inadvertent float inflation could occur during the test procedure.

c. AFCS PFBIT Check. Do not complete an ACCEL NULL until you have completed the PFBIT check. The PFBIT will identify an accelerometer that has drifted out of tolerance. Maintenance will request an ACCEL NULL following the PFBIT if necessary.

d. HUMS System. A HUMS crew change shall be accomplished prior to turning off electrical power to the aircraft when an engine or APU shutdown occurs.

Check HUMS/BMS/STATUS advisories do not indicate a system malfunction and do not require initiation of emergency or malfunction procedures. The aircraft may be dispatched when these advisories are present after consulting maintenance. A BMS fault may have to be deferred IAW the approved MEL.

NOTE: It is not required to recycle the crew change if you do not see the buffer load.




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4.21.3 Flight Planning

a. Fuel Planning/Cruise Power. The best practice during cruise flight is to set fuel flow at no more than 1350 lb/hr (for SAR operations, set fuel flow as required). Reducing fuel flow may increase range or payload. For planning purposes, fuel flow shall be set to 1350 lbs/hr in the Fuel Burn block of the Navigation page of the EFB. The Aircraft CAS block in the Wind/Temp Data page in the EFB shall be set to 130 KTS. If an operational need exists to reduce the fuel flow for planning, the appropriate RFM cruise chart, ForeFlight or iFly Performance App chart shall be referenced to determine the associated cruise airspeed and fuel burn for the planned cruise condition, and the CAS in the EFB Wind/Temp Data page must be adjusted accordingly. A reference to the performance chart used to derive the fuel flow, and CAS shall be entered in the Remarks section of the Weight Balance page of the EFB. Once in flight, cruise power shall be set based on a fuel flow of no greater than 1350 lbs/hr.

NOTE: ForeFlight uses TAS [140 KTAS (~130 KCAS at 6000)].

b. One-Way Fuel. One-way fuel is not authorized offshore in the S-92. c. Offshore Alternates. Offshore alternates are not authorized for the S-92.

4.21.4 Engine Starting

a. Caution must be observed during start to ensure operations are conducted outside the avoid rotor RPM range. Refer to RFM normal procedures.

b. Refer to Bump Start procedures when starting a warm engine.

4.21.5 Engine Cycle Counts and Starts

a. Cycle counts will be recorded in the EFB prior to UPLOAD. This is accomplished by going to Journey Details > Update Journey Parameters and entering the cycle information in the Engine Life Cycles area for each engine.

b. An engine cycle is defined as an engine start, a takeoff, a landing, and subsequent engine shutdown. There may be multiple takeoffs and landings for one cycle. Morning run-ups and engine washes do not constitute an engine cycle.

c. Utilize the “ST” block of the engineering report to record engine starts. Utilize the ENG # ST block of the Weight Balance page in the EFB to record engine starts.

4.21.6 High Wind Rotor Brake Start Procedure

The RFM high-wind rotor brake start procedure shall be utilized when winds are above 30 KTS, otherwise engine damage can occur. Avoid shutdown in high wind conditions offshore when possible. Use this procedure only if the aircraft was shut down and subsequently the winds changed or increased.

4.21.7 Engine Cool Down Procedure

Do not start the clock for the two-minute cool down until the throttles are at IDLE.


Emergencies shall be performed IAW the procedures found in the S-92 Emergency Checklist located in the aircraft.




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4.22.1 FADEC Faults

There are various FADEC cautions. There is no MEL remedy for a FADEC FAULT, a FADEC NO DISPATCH, or a LIMIT EXCEEDED caution so the faults must be cleared before further flights.

If a FADEC 1 FAULT or FADEC 2 FAULT caution appears in flight, check the ENGINE STATUS on the HEALTH page under PROPULSION, and if the engine status is GREEN, the fault will clear after a complete shutdown.

o If you are outbound, more than half way to your destination, and conditions permit engine shutdown at the offshore location, you may continue with a TLD FAULT if PROPULSION is GREEN on the HEALTH page. A complete shutdown will be required to clear the fault.

o If you are outbound and less than half way to your destination, or the PROPULSION line of the health page is PURPLE, return to a suitable onshore location and perform a complete shutdown to clear the fault or to get maintenance.

4.23 WEIGHT AND BALANCE

4.23.1 Aircraft Increased Pre-flight Static Weight.

The aircraft gross weight may be temporarily increased by up to 300-pounds over the maximum gross weight limitation during the boarding process. This temporary increase in MGW supports the boarding of an operations person, such as an HLO or maintenance technician. The temporary allowance for an increase in maximum gross weight does not support the additional loading of fuel or cargo above MGW. This increase only applies while the cabin door is open, and the aircraft is static. The engines and or APU may be operating, but no taxiing or movement of the aircraft is allowed. (CCS-92-AOL-20-0004).

4.23.2 Loading Schedule

The pilot shall add the combined weight of the crew, fuel, passengers, baggage, and cargo to the aircraft basic weight to determine that 26,500 pounds or maximum allowable gross weight is not exceeded.

Longitudinal center of gravity limits are never exceeded under the following conditions:

a. No baggage: Indiscriminate loading of passengers is permitted. b. Baggage up to maximum:

1) Indiscriminate loading of passengers is permitted if the minimum crew weight is 370 pounds and rows zero, one, two, and three are filled first.

2) If the minimum crew weight is less than 370 pounds and rows zero, one, two, and three are filled first, rows one and two must contain a combined minimum of 600 pounds.

c. Lateral center of gravity limits permit indiscriminate lateral loading of passengers or cargo under the following conditions:

• The maximum fuel loading imbalance is kept below 500 pounds and the baggage compartment and cabin window seats are loaded symmetrically

d. CG range table: when utilizing the loading schedule, the CG ranges may be obtained from the following table. Use the range nearest the aircraft gross weight.




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Gross Weight

(pounds)

Forward C.G. Limit

(station)

AFT C.G. Limit

(station)

Gross Weight

(pounds)

Forward C.G. Limit

(station)

Aft C.G. Limit

(station)

16200.0 351.7 351.7 21000.0 341.9 360.8

16500.0 349.0 354.2 21500.0 342.4 360.8

17000.0 344.5 358.3 22000.0 342.8 360.8

17300.0 341.8 360.8 22500.0 343.3 360.8

17500.0 341.8 360.8 23000.0 343.7 360.8

18000.0 341.8 360.8 23500.0 344.2 360.8

18500.0 341.8 360.8 24000.0 344.6 360.8

19000.0 341.8 360.8 24500.0 345.0 360.8

19500.0 341.8 360.8 25000.0 345.5 360.8

20000.0 341.8 360.8 25500.0 345.9 360.8

20500.0 341.8 360.8 26000.0 346.4 360.8

20850.0 341.8 360.8 26500.0 346.8 360.8 Table 11 – Center of Gravity Ranges

4.24 HANDLING AND SERVICING

When operations are conducted without a “crew chief,” the PIC will ensure all required preflight checks have been completed and properly signed off before departure.

4.24.1 Reminders from Maintenance

a. Operating with engine inlets removed is limited to single engine operation at flat pitch. b. When performing a maintenance function check of the engine inlet anti-ice; # 1 engine inlet anti-

ice will not be powered when the APU is providing the electrical power. c. Write up pilot vent windows with bad leaks. Leaks are causing avionics problems and airframe

corrosion.

4.24.2 Autorotation RPM Check

CAUTION: Before conducting an autorotation RPM check procedure, ask Maintenance for a detailed autorotation RPM check worksheet and FCPs and perform appropriate planning.

a. Under certain atmospheric conditions, the FADECs will not maintain NP within limits with NR above 106.5%. NP limits are 106% to 116% limited to 12 seconds.

b. When performing the autorotation RPM check, choose a collective setting and density altitude that will result in a target NR of 101%. This will target the NR and NP to fall between 97% and 103% during the check if the RPM is within limits.




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4.24.3 Aircraft Towing

When towing or ground handling an aircraft within 15 feet of another aircraft or obstruction, or within five feet of the improved towing surface, ground guides (“wing walkers”) shall be used to ensure adequate clearance to avoid aircraft damage. Follow towing policies located in the Heliservicio’s Safety Management System Manual.

4.25 SECURING AIRCRAFT

4.25.1 Main Rotor

Normally, the main rotor blades are left untied. The rotor brake shall be ON when the aircraft is parked, except as required for inclement weather or extended parking. S-92A helicopters shall have the rotor brake engaged or the main rotor sufficiently secured to prevent its turning when the aircraft is shut down and the pilot or duty mechanic is not in the immediate vicinity of the aircraft.

4.25.2 Tie-Down Application

Refer to Para 4.10, Securing Aircraft.

4.25.3 Overnight Parking Away from a Heliservicio Base

a. Wheels chocked b. Gear pinned c. Aircraft tied down d. Engine inlet and pitot covers installed

4.25.4 Securing Cargo

a. Baggage Compartment. The baggage/cargo loaded in the baggage compartment will be secured to the floor attachment rings using the cargo nets and cinching straps provided. Large or bulky items will be attached to the floor attachment rings using suitable ropes or straps. Smaller items will be placed under the cargo net and secured to prevent movement or shifting.

Baggage or cargo loaded in the cargo liner box will be secured with a net. The standard configuration allows a total baggage weight of 872 pounds (396 kg).

b. Passenger Compartment. If the baggage compartment is full or an item will not fit in it, then the baggage/cargo may be loaded in the passenger compartment. Items may be placed on the seats and secured using the seatbelts. No baggage or cargo may be placed under a passenger seat.

NOTE: The cargo tie-downs in the passenger cabin shall not be used.




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4.26 AUTOMATION SECTION

a. Normal operations refers to any phase of operation, start, systems checks, takeoff, enroute, approach, landing, or shutdown where there are no malfunctions. The intent is to define standardized practices with the use of displayed information and allow deviations from the prescribed configurations for malfunctions or abnormal conditions.

b. The figures included depict the display configuration for the PF in the right seat. When the PF is in the left seat, the PF will retain the NAV display for operations where there is only one NAV display available.

c. The #1 COM should be used for ATC/CTAF and #2 COM used for all other communications during normal operations.

4.26.1 Coupling Policy

NOTE 1: PM may couple for the PF using the onside MSP.

NOTE 2: The pilot may deselect IAS 300 feet prior to level off; 200 feet prior the PF should adjust power setting.

4.26.1.1 Takeoff, Climb, and Go Around

a. IAS b. ALTP c. NAV/HDG

Climb Transition from Takeoff. Couple in the order indicated above. When coupling after takeoff, adjust the flight controls to achieve ≤ 95 KIAS and ≤1000 ft/min rate of climb. Ensure you do not exceed 100 KIAS with more than 86% TQ.

4.26.1.2 Climb from Cruise

a. IAS (≤ 95 KIAS) b. VS c. ALTP (If VS is not utilized, default VS is 500 ft/min.) d. NAV/HDG

Climb transition from Cruise. Couple in the order indicated above. Before beginning a climb, decrease the airspeed with cyclic beep trim. As you decrease the airspeed, you may gently and progressively increase rate of climb by utilizing the collective beep trim. Progressively decrease IAS until reaching ≤ 95 KIAS and ≤1000 ft/min rate of climb (Note: at high altitudes, a lower IAS and/or climb rate may need to be utilized to maintain engine within parameters). In order to avoid significant spikes on TQ, maintain the selected (coupled) airspeed below IAS. Monitor TQ and engine parameters at all times to ensure you do not exceed 100 KIAS with more than 86% TQ.

4.26.1.3 Descent and Instrument Approach

Couple in two or three axis in the following order:

a. IAS b. ALTP/GS (must be armed for precision or precision-like approaches) c. NAV/HDG/ILS/VAP




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4.26.1.4 Rig Approach

Couple in three axis using the RIG soft key.

4.26.1.5 Cruise

Couple in two or three axis in the following order:

1. ALT (NOTE: Collective inputs will affect the pitch axis resulting in airspeed changes.) 2. NAV/HDG

OR

1. IAS (NOTE: Collective inputs will affect altitude.) 2. NAV/HDG

OR

1. IAS 2. ALT 3. NAV/HDG




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4.26.2 Cockpit Configuration for Engine Start, Systems Check, Shutdown

The outboard MFDs will have PFD. The center MFD will have EICAS. The inboard displays are optional. See 4.26.2.1 Figure 1.

4.26.2.1 Figure 1

4.26.3 Taxi, Takeoff, Landing, Enroute, and Approach

The outboard MFDs will have PFD. The center MFD will have EICAS. The inboard MFD will have the NAV display. See 4.26.3.1 Figure 2.

4.26.3.1 Figure 2




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4.26.4 Inflight Malfunction or Power Check

The outboard MFDs will have PFD. The center MFD will have EICAS. The PF will maintain the NAV display on his inboard display and the PM may switch to health or utility as required. See 4.26.4.1 Figure 3.

4.26.4.1 Figure 3

4.26.5 Display Options for PFDs

See 4.26.5.1 Figure 4.

4.26.5.1 Figure 4




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4.26.6 Display Options for MFDs


4.26.6.1 Figure 5

4.26.7 Screen Failure

Whichever screen fails, the PF duties should be transferred to the pilot with both screens functioning. Loss of multiple screens may require the use of the composite mode to monitor aircraft parameters. See 4.26.7.1 Figure 6.

4.26.7.1 Figure 6




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4.26.8 Triple Converter Failure or Battery Power Only


4.26.8.1 Figure 7




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INTENTIONALLY LEFT BLANK




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4.30 RESERVED FOR AW139 PROCEDURES

4.40 RESERVED FOR BELL 429 PROCEDURES

4.50 RESERVED FOR BELL 412 PROCEDURES




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CHAPTER 5. SEARCH AND RESCUE OPERATIONS (SAR)

5.1 HELISERVICIO SAR SERVICES

Limited SAR (LIMSAR) is a basic service provided to company personnel or clients in remote areas of Mexico. LIMSAR is a DAY ONLY provision, which is constrained by the capability of the helicopter utilized and the qualifications of the operating crew. It aims to offer a service to recover survivors from the water, a life raft or remote areas, along with the recovery of critically injured or ill personnel from vessels. During LIMSAR operations, crews may be faced with scenarios where they will have to conduct maneuvers using techniques that may differ from what is published in this manual. In that case, the crew shall be thoroughly briefed prior to conducting the maneuvers and these shall be done within the limitations of the RFM and all applicable flying regulations.

The Director of Operations (DO) must approve All-Weather SAR missions based on crew and aircraft status. The manual does not nor will it incorporate and describe all possible maneuvers.

5.1.1 Warranted Risk for Search and Rescue

Crews carrying out SAR missions, or any other evolving mission in which circumstances dictate a rescue effort of persons or property, shall apply the following guidance in making risk vs. gain decisions.

• Saving Human Life. If a mission is likely to save human life, it warrants a maximum effort. When no suitable alternatives exist and the mission has a reasonable chance of success, the risk of damage to or abuse of the aircraft is acceptable, even though such damage or abuse may render the aircraft unrecoverable. Probable loss of the aircrew is not an acceptable risk.

• Preventing or Relieving Pain or Suffering. If a mission is likely to prevent or relieve intense pain or suffering, or if it may result in the possibility of saving human life, it warrants the risk of damage to or abuse of the aircraft if recovering the aircraft can be reasonably expected.

• Saving Property. If a mission is likely to save property of Mexico or its citizens, it warrants the risk of damage to the aircraft if the value of the property to be saved unquestionably cost of aircraft damage and the aircraft is fully expected to be recoverable.

5.1.2 Liability

In general, the crew may only be found negligent in SAR when there is a Breach of duty by: a. Acting when policy dictates you should not b. Causing a worse situation that results in damage

5.1.3 LIMSAR Tasking / Call Out

LIMSAR tasking will vary dependent on the base of operation. The specific call out and manning procedure will be detailed in the Base SOP where a LIMSAR contract is in operation.

Outside of client tasking, all emergency service taskings must be passed through Heliservicio responsible Manager and approved by the DO with written client consent.

The Mexican Navy is responsible for SAR in the Mexican Exclusive Economic Zone (EEZ). They work with the US RCC to coordinate SAR.

Phone: +52 555 624 6500 ext 1000 or +52 555 624 6200 ext 1000 Emai: [email protected] c. Fax:++52 555 684 9642




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5.1.4 Discontinuing the search

The SAR system is deactivated if:

a. All hope is lost/search is suspended b. It is determined to be a false alarm c. Search is completed/survivors are rescued

5.1.5 LIMSAR Passenger Carriage Authority

a. Operational Flights While supporting offshore operations there may be situations that require the winching of auxiliary personnel not associated with the regular rescue program. These personnel may include emergency service operators, technical support, maintenance personnel or other non-LIMSAR crew. Hoisting for Non-Emergency support, e.g., hoisting a client technician to a platform not rated for the aircraft, requires Director of Operations approval.

All procedural guidelines and polices will be adhered to. Special consideration will be given to winch site selection.

Land winching should be performed to clear open areas and vessel / rig winches should utilize areas with limited hazards such as designated helicopter decks. Furthermore, controllable variables such as altitude and heading shall be established to ensure the stable delivery and recovery of designated auxiliary personnel.

b. Training Flights. Only the following personnel can be carried on LIMSAR training flights unless specifically authorized by the Head of Flight Operations:

1) LIMSAR qualified Flight or Technical crew. 2) Flight or Technical Crew directly under training in accordance with the LIMSAR Training

Manual. 3) Flight or Technical crew who have commenced LIMSAR training in accordance with the

LIMSAR Training Manual who are specifically required to facilitate training or checking which is being conducted by a TCI/TCE or WTC i.e. to act in the role of a survivor.

5.1.6 LIMSAR Crewing

A LIMSAR crew will normally consist of five personnel:

a. LIMSAR Pilot-in-Command (PIC). b. LIMSAR First Officer (FO). c. Hoist Operator (HO). d. Rescue Swimmers (RS) both medically qualified and also referred to as ICPs (Intensive Care

Paramedic). e. The Medical Crewmember (Medic)

5.2 SAR PERSONNEL DUTIES AND RESPONSIBILITIES

5.2.1 SAR Lead Pilot Responsibilities

Assists in developing the training and SOP for the SAR component of Company operations. He is also responsible for SAR aircraft operations, including actual mission supervision, flight training, and




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schedule coordination for the SAR pilots. Specific responsibilities include:

a. Serve as an S-92 PIC for company SAR Operation; b. Assist in the development and implementation of SAR operating procedures; c. Oversee company SAR pilot and technician operational training; d. Assist management in evaluating SAR pilots and technical specialists; e. Develop and oversee of Search Action Plans and SAR missions; f. Supervise, train, and coordinate SAR crewmember duties, responsibilities and actions; g. Ensure SAR pilots remain current in all aspect of company required training; h. Ensure company SAR operations are performed in a safe, responsible, and efficient manner; i. Plan, coordinate, and execute proficiency training in all SAR related tasks; j. Conduct risk assessments as applicable and update risk assessments as required; k. Calculate SAR aircraft weight & balance and equipment loading; l. Reporting of any accident, incident, or occurrence resulting from SAR flight operations; m. Report any variation from SOPs, to the Chief Pilot; n. Have a working knowledge of the requirements of the Company's SMS; o. Attending safety meetings and training programs as directed; and p. Actively assist in the identification and resolution of hazards.

5.2.2 SAR Lead Technical Specialist

The SAR Lead Technical Specialist reports to the Base Manager for the organization and contractual obligations of all Technical Specialists and to the SAR Lead Pilot for all other general duties related to performance and qualifications.

Responsibilities

a. Ensuring all Technical Specialists are qualified and currencies are up to date. b. Develop job descriptions for supervisory and other Technical Specialist positions. c. Appoint Lead positions as required. d. Oversee appointed Technical Specialists, Trainers or other positions as required. e. Oversee scheduling to ensure adequate coverage with qualified personnel. f. Recommend revisions to Annex 6 as required. g. Coordinate with outside training agencies for course availability and bookings. h. Liaise as required for training opportunities and resources. i. Ensure SAR equipment is in a serviceable condition and scheduled inspection cycles are

maintained. j. Create and maintain files on all Technical Specialists in the Air Maestro system. k. Assist in recruiting Technical Specialists as required. l. Assist in SAR training program development and delivery. m. Assist in revising SAR SOP's as required.

5.2.3 Hoist Operator (HO)

The SAR HO reports to the Lead Technical Specialist and, in flight, to the SAR Pilot in Command.

Responsibilities

a. Remain current and compliant with all procedures and instructions. b. Maintain a full understanding of the use and limitations of the rescue hoist. c. Meet the requirements stated for SAR training.




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d. Completing an annual medical examination and maintain medical certification. e. Operating the hover trim control during pick-up phase. f. Acting as a spotter for searches and confined area work. g. Performing pre-flight inspection of SAR equipment and rescue hoist. h. Assisting the ground crew with ground handling of the helicopter as required. i. When a SAR scramble is initiated, reconfiguring the helicopter for the mission as required. j. Participating in all assigned SAR mission briefings and debriefings. k. Operating the FLIR and Nightsun® if fitted. (Currently not in use with Heliservicio) l. Preparing the cabin for MEDEVAC flights.

5.2.4 Rescue Swimmer (RS)

The SAR RS reports to the Lead Technical Specialist and, in flight, to the Pilot in Command.

Responsibilities

a. Being thoroughly acquainted with and compliant to the procedures and instructions. b. Being informed of all available aids for use in SAR operations and proficient in their use. c. Maintaining a physical standard as necessary to perform the duties of a RS. d. Maintaining an appropriate medical certificate for SAR operations. e. Meeting the requirements stated for SAR training. f. Completing an annual medical examination. g. Participating in all assigned SAR mission briefing and debriefings. h. Loading the aircraft with the appropriate SAR kit. Ensuring that the SAR kit carries a valid

inspection tag. i. Acting as a spotter for searches and confined area work.

5.2.5 The Medical Crewmember (Medic)

Reports to the Base Manager for the organization and contractual obligations of all Technical Specialists and to the SAR Lead Pilot for all other general duties related to performance and qualifications.

Responsibilities

a. Provide medical services b. Check PPE c. Load Med Kit d. Assist with prep and towing e. Relay pending cases to crew ASAP

5.3 PERSONAL PROTECTIVE EQUIPMENT (PPE)

5.3.1 Non-SAR Crewmember

Auxiliary personnel will be properly equipment for all hoist operations. The mandatory equipment, as applicable to environmental conditions will include:

a. Helmet (if apply); b. Eye protection (Visor or Goggles); c. Flight suit / coveralls (Land); d. Survival suit / dry suit (Maritime); e. Gloves;




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f. Appropriate footwear; g. Personal flotation device (as applicable); h. Egress equipment (as applicable); i. Personal locator beacon; j. Signaling device; and k. Full body lift harness (with quick release disabled)

5.3.2 SAR Crewmember

5.3.2.1 Land Hoisting, HO:

a. Flying suit; b. Approved footwear for offshore operations; c. Approved flying helmet with serviceable visor; d. Suitable gloves; e. Survival vest (optional); f. HEC rescue harness with adjustable travel restraint; and g. Emergency knife (i.e. bear claw, web cutter, etc.) h. PLB

5.3.2.2 Land Hoisting, RS (operational or training):

a. Flying suit; b. Approved footwear for offshore operations; c. Approved flying helmet with serviceable visor; d. Suitable gloves; e. Survival vest (optional); f. HEC rescue harness with emergency release device; g. Emergency knife; h. PLB; and i. Adequate lighting for illumination and identification during night operations.

5.3.2.3 Water Hoisting, HO (operational or training):

a. Suitable flying clothing or dry suit as applicable to the area of operation; b. Survival vest with HEEDS; c. Company approved footwear; d. Approved flying helmet with serviceable visor; e. Suitable gloves; f. HEC rescue harness with adjustable travel restraint; g. Emergency knife (i.e. bear claw, web cutter etc.); h. PLB and HEEDS

5.3.2.4 Water Hoisting, RS (operational or training including Free Entry):

a. Dry suit or a wet suit (full or partial) and hood as applicable to area of operations; b. Personal flotation device; c. Swim fins (ankle weights optional); d. Mask with snorkel and helmet (optional); e. Suitable gloves;




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f. HEC rescue harness with emergency release device; g. Dive knife with sheath and day/night flare (optional); h. PLB (optional); and radio with waterproof pouch and chest harness; i. Adequate waterproof lighting for illumination and identification during night operations.

5.3.2.5 Ship Hoisting, HO (operational or training):

a. Dry suit or suitable flying clothing; b. Survival vest with HEEDS; c. Company approved footwear; d. Approved flying helmet with serviceable visor; e. Suitable gloves; f. HEC rescue harness with adjustable travel restraint; g. Emergency knife (i.e. bear claw, web cutter etc.); and h. PLB

5.3.2.6 Ship Hoisting, RS (operational or training):

a. Flight suit, dry suit or a wetsuit (full or partial) operational specific; b. Survival vest with HEEDS; c. Approved operational footwear; d. Approved flying helmet with serviceable visor; e. Suitable gloves; f. HEC rescue harness with emergency release device; g. Dive knife with sheath and day/night flare; h. Radio (optional); i. PLB j. Adequate waterproof lighting for illumination and identification during night operations; and k. Dry suit/wet suit hood, (optional).

5.3.3 Pilots:

a. Land SAR

1. Seasonal flying clothing; 2. Company approved footwear; and 3. Approved flying helmet with serviceable visor

b. Maritime SAR

1. Suitable flying clothing or exposure suit as applicable for the environment; 2. Survival vest with HEUBA and PLB; 3. Company approved footwear; 4. Approved flying helmet with serviceable visor; and 5. Strobe light.

5.4 SAR PLANNING

In accordance with Supplement to Heliservicio General Operations Manual Aviation SAR training.

5.4.1 Preflight Planning

Consider the following when flight planning:




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• Flight planning values for fuel flow (1500) and IAS (140) will not necessarily reflect actual fuel burn/airspeeds depending on flight altitude / environmental conditions; however, these values are an average that provide the best choice to consistently generate accurate fuel requirements and time enroute, which have been validated by conducting forensic reviews of offshore flights.

5.4.1.1 Start of Shift Brief

All pertinent flight planning information, aircraft status, expected aircraft performance, planned training etc., will be covered in detail at the Start of Shift Brief. This brief is to be prepared by the SIC and lead by the Captain. All flight crew members will attend the Start of Shift Brief.

The current meteorological forecast has to be continuously monitored and each update to the area forecast and TAFs, and any relevant changes that affect aircraft performance or navigation, is to be brought to the attention of all crewmembers.

Syllabus will be in accordance with the Heliservicio Training Manual.

Regaining currency after lapse will be in accordance with the Heliservicio Training Manual.

5.4.2 Systems Checks

a. Pilots will performs daily systems and SAR checks in accordance with Heliservicio’s currently published aircraft checklist(s).

b. The HO is responsible for performing the Hoist Check in accordance with Heliservicio’s currently published aircraft checklist(s) while the pilots perform the systems/SAR checks.

c. Maintenance Personnel will be responsible for performing the SHEAR TEST before the helicopter is released for SAR duty.

5.4.3 Fuel Requirements

In addition to the Fuel Requirements in Para 1.7.5, a SAR operation involves others considerations IAW the SAR Supplement and Sikorsky iFly Performance application. For fuel planning purposes, an average fuel consumption for hoisting one person (water, vessel or land) is 75 pounds of fuel based on a 1500pph fuel flow while hovering.

5.4.4 Performance Planning

Performance Planning shall be calculated IAW the RFM and its applicable SAR Supplement(s) and the Sikorsky iFly Performance application. Each aircraft is equipped with two iPads with applications that Heliservicio uses for flight planning and navigation such as iFly and ForeFlight applications.

5.4.5 Weight & Balance

Weight & Balance calculations shall be completed prior to commencing any flight IAW the requirements of Para 4.8, Weight & Balance and the RFM and its applicable SAR Supplement(s).

5.4.6 Weather Requirements / Hazardous Weather

Refer to Para 4.5.4, Weather and its applicable subsections.

5.5 TRAINING

In accordance with the Supplement to Heliservicio General Operations Manual Aviation SAR training. Training flights will not go beyond 30 NM from the base without Base Manager approval.




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5.5.1 TRAINING AREAS

S92 Training areas for Tampico and Veracruz bases can be offshore (for wet training) and onshore, and shall remain within 30 MN from the respective base/airport. There are no specific boundaries due to weather and/or sea state conditions and changing requirements.

5.6 SAR OPERATIONS

In accordance with Supplement to Heliservicio General Operations Manual Aviation SAR training. 5.7 LAUNCH CRITERIA

Launch criteria will be based IAW the local base Emergency Response Plan.

5.8 SAR & MEDEVAC STANDBY PROCEDURES

In order to address specific base requirements and adjustments to the Heliservicio GOM, each base will have a SOP. If a conflict exists between this document and the procedures in the GOM, consult with the Director of Operations for proper resolution.

5.8.1 SAR Daily Preparation Procedures

5.8.1.1 Prior to Beginning Duty Day

a. Maintenance personnel will conduct the Daily Preflight, Cowling Check and Shear Test and ensure the aircraft is ready to launch for SAR duty, including the standard fuel load.

b. Place the aircraft on the flight line on the ready pad. Refer to Para 4.10.1, Airframe Tiedown Policy for exceptions due to severe weather.

5.8.1.2 Duty Day

The Primary Crew duty shift schedule (i.e., 0600-1800) is designated by the Base Manager as appropriate (backup crew 1-hour recall) in accordance with Para 1.4.5.1, Duty and Flight Time Procedures.

Exception: A SAR Commander, having taken into consideration the circumstances of the crew, may exercise his discretion to extend a flight duty period (FDP) in order to continue urgent SAR operations. If a FDP is extended, then the subsequent rest period shall be a minimum of 10 hrs. of uninterrupted rest. Any such extension shall be recorded and audited in accordance with published SAR procedures documentation.

5.8.1.3 Shift Briefing / Duties

a. Complete Preflight Duties and System checks IAW Para 4.6.1, Preflight Inspection. In addition, conduct preflight and operational checks on all related SAR equipment, i.e., hoist, cables, etc.

b. Complete the LIMSAR Briefing Form c. Complete the PRE-FLIGHT OPERATIONAL RISK ASSESSMENT (ORA) TOOL d. Conduct crew briefing e. In addition to those briefing items in the SAR Supplement, include status of Restricted/Prohibited

areas (base area specific). f. Identify the likely Low Vis route for use during VFR departures based on weather, traffic, fleet

location, airspace etc.




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5.9 SAR LAUNCH PROCEDURES GENERAL

General Information

a. Authorization Launching of a SAR aircraft must be authorized by the Base Manager.

b. Call Sign Because of the priority afforded air ambulance flights in the ATC system, extreme discretion is necessary when using the term “RESCUE”. It is only intended for those missions of an urgent medical nature and to be utilized only for that portion of the flight requiring expeditious handling. When requested by the pilot, necessary notification to expedite ground handling of patients, etc., is provided by ATC; however, when possible, this information should be passed in advance through non-ATC communications systems. Procedures for attaining priority handling using the RESCUE call sign are contained in the ATC MOU.

c. Mass casualty procedures If time permits, transport evacuated personnel to the shore base. In a time, sensitive mass casualty situation, transport rescued personnel to the nearest available safe deck or onshore location. If multiple aircraft are involved, the aircraft with longest endurance will act as On Scene Coordinator unless Mexican Navy takes that role.

d. Vessel fire (Rig/MODU/Boat etc.) Hoist shall not be attempted if, in the opinion of the crew, potential for secondary explosion exists. PIW may be retrieved at a safe distance.

5.9.1 Divert and Seat-Change Procedures

a. PIC in right seat – Divert based on PIC evaluation. b. SIC in right seat – Divert based on PIC evaluation – special consideration of SIC hoist ability

versus type of hoist, i.e. return to base for seat swap for small vessel hoist, DIW and new SIC. c. A seat swap of this nature is normally conducted with engines off and APU ON. However, for

urgent SAR, e.g., rig fire, mass casualty, the Base Manager may approve any qualified helicopter pilot to secure the controls during hot-seat swap (rotors turning). If another qualified S92 pilot (no need to be current) is available, the swap may be completed at idle or fly.

5.9.2 Crew SAR Launch Procedures

When a SAR scramble is initiated, the SAR PIC shall:

a. Get all vital information concerning the mission; b. As soon as possible, inform the RM of extra SAR equipment needed; c. Assist / supervise the SAR SIC in flight planning; and, d. Brief the SAR crew.

SAR SIC shall:

a. Gather all vital information necessary to perform the flight planning; b. As soon as possible, report fuel requirements to maintenance; and, c. Prepare the aircraft for immediate launch, and report to PIC when ready to start engines.

During flight, the SAR SIC shall:

a. Perform SAR SIC duties;




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b. Follow up flight plan; c. Assist the SAR PIC whenever necessary to ensure a safe and efficient execution of the SAR

mission; and, d. Act as a spotter.

The HO shall:

Reconfigure the helicopter for the SAR role as necessary.

During flight, the HO shall:

a. Perform duties as HO; b. Act as a spotter; and, c. Assist medical personnel if first aid is necessary.

The RS shall: a. When advised by the PIC, load extra SAR equipment; and, b. Prepare the cabin and medical equipment for MEDEVAC flights when required.

During flight, the SAR RM shall:

a. Perform duties as RM; b. Act as a spotter; and, c. On MEDEVAC flights, assist medical personnel if first aid is necessary and perform duty as

assistant (helper) in the cabin. The medic has overall responsibility for medical decisions.

The Medical Crewmember (Medic) shall:

a. Coordinate with medical oversight on patient requirements; and, b. Prepare the cabin and medical equipment for MEDEVAC flights when required.

During flight, the Medical Crewmember shall:

a. Provide medical services; and b. Inform and provide updates on patient as required.

The Medical Crewmember crew shall not participate when:

a. Maximum range is required and person in question is substituted for fuel; b. Maximum pick-up capacity is required; and, c. Take-off will be delayed, and time factor is critical.

5.9.3 Hydrogen Sulfide (H2S) Procedures For SAR

If H2S release is anticipated during hoist, then H2S masks shall be worn with sufficient supply for the expected length of hoist.

5.9.4 On-Scene Coordinator (OSC)

For the purpose of LIMSAR, the OSC coordinates the SAR mission on-scene when multiple search assets are in use. Generally, the OSC deconflicts aircraft and directs assets for debris identification or survivor recovery. OSC responsibilities typically include:

a. Establish and maintain communications with the SMC (Heliservicio operations). b. Assume operational control and coordination of all SRUs assigned until relieved or mission is

completed.




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a. Establish and maintain communications with all SRUs using assigned on-scene channels. b. Require all aircraft to make “operations normal” reports to the OSC every 15 minutes (30

minutes for a multi-engine fixed wing). Position reports are not required for surface SRUs as long as they remain in their assigned search areas (although positions should be obtained periodically and plotted so that their navigation can be verified).

c. Establish a common altimeter setting for all on scene aircraft (this may be done by the senior pilot if a Surface Unit is the OSC).

d. Obtain necessary information from arriving SRUs, provide initial briefing and search instructions, and provide advisory air traffic service to aid pilots in maintaining separation from one another.

c. Carry out SAR action plans and modify plans to cope with changing on- scene conditions advising the SMC of all major changes.

d. Receive and evaluate all sighting reports and divert SRUs to investigate sightings. e. Obtain search results from departing SRUs.

5.10 VERACRUZ BASE INFORMATION

5.10.1 Restricted and Prohibited Areas

a. P-109 b. R-108, 115, 149

5.10.2 Low Visibility/SVFR Route

Low Vis routes are selected to avoid obstacles by 1sm within 100 feet of the aircraft at 500 AGL and minimize flight over congested areas. They are route checked annually to confirm these conditions. Below are the Low Vis routes preloaded into the S-92 FMS. These are NOT intended to be flown IMC. Minimum weather for use is 600 and 1.




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Figure 1 – Low Vis Routes

North Route Coordinates:

L4VER - N19º11´51´´. W096º12´22´´

L5VER - N19º13´00´´. W096º12´26´´

L6VER - N19º16´03´´. W096º13´23´´

South Route Coordinates:

L1VER - N19º07´06´´. W096º07´53´´

L2VER - N19º05´55´´. W096º06´36´´

L3VER - N9º06´13´´. W096º05´43´´




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5.10.3 Hospital List

The S92 Helicopter is not authorized by Heliservicio to operate in hospitals heliports.

5.10.4 Onshore/Offshore Hyperbaric Chamber

Transport to a Hyperbaric chamber in an unpressurized aircraft should be flown below 1000 feet if possible. If IFR is required, use the lowest IFR altitude as available.

Operating Standard for NOAA Hyperbaric Chamber Operations

Emergency Air Evacuation Some patients will require air evacuation to another treatment or medical facility immediately after surfacing from a treatment. They will not meet surface interval requirements as described above. Such evacuation is done only on the recommendation of a DMO. Aircraft pressurized to one ATA should be used if possible, or unpressurized aircraft flown as low as safely possible (no more than 1,000 feet is preferable). Have the patient breathe 100% oxygen during transport, if available. If available, an EEHS may be used to maintain the patient at one ATA”

5.11 TAMPICO BASE INFORMATION

5.11.1 Restricted and Prohibited Areas

R-138

5.11.2 Low Visibility/SVFR Route

Low Vis routes are selected to avoid obstacles by 1sm within 100 feet of the aircraft at 500 AGL and minimize flight over congested areas. They are route checked annually to confirm these conditions. Below are the Low Vis routes preloaded into the S-92 FMS. These are NOT intended to be flown IMC. Minimum weather for use is 600 and 1.




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Figure 2 – Low Vis Routes

North Route Coordinates:

L3TAM - N22º18´25´´. W097º52´39´´

L4TAM - N22º19´49´´. W097º51´18´´

L5TAM - N22º21´08´´. W097º49´46´´

South Route:

L1TAM - N22º16´33´. W097º51´13´´

L2TAM - N22º18´05´´. W09748´35´´




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5.11.3 Hospital List

The S92 Helicopter is not authorized by Heliservicio to operate in hospitals heliports.

5.11.4 Onshore/Offshore Hyperbaric Chamber

Transport to a Hyperbaric chamber in an unpressurized aircraft should be flown below 1000 feet if possible. If IFR is required, use the lowest IFR altitude as available.

Operating Standard for NOAA Hyperbaric Chamber Operations

Emergency Air Evacuation. Some patients will require air evacuation to another treatment or medical facility immediately after surfacing from a treatment. They will not meet surface interval requirements as described above. Such evacuation is done only on the recommendation of a DMO. Aircraft pressurized to one ATA should be used if possible, or unpressurized aircraft flown as low as safely possible (no more than 1,000 feet is preferable). Have the patient breathe 100% oxygen during transport, if available. If available, an EEHS may be used to maintain the patient at one ATA.




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GLOSSARY OF TERMS

ACRONYMS AND ABBREVIATIONS AAIP Approved Aircraft Inspection Program AD Airworthiness Directive ADCUS Advise Customs ADELT Automatically Deployable Emergency Locator Transmitter ADS-B Automatic Dependent Surveillance-Broadcast AFAC Agencia Federal de Aviación Civil (Federal Civil Aviation Agency) AFD Airport Facility Directory AFM Aircraft Flight Manual AFSS Automated Flight Service Station AGL Above Ground Level AIM Aeronautical Information Manual ALARP As Low As Reasonably Practicable ALT Altitude Hold (MSL) ALTA Altitude Acquire ALTPRE Altitude Pre-Select (captures preset altitude) AME Aviation Medical Examiner AMT Aviation Maintenance Technician ANSI American National Standards Institute AOC Air Operator's Certificate AOG Aircraft On Ground ARO Airborne Radar Operator ASOS Automated Surface Observing System ATC Air Traffic Control ATCO Air Traffic Control Officer ATIS Automatic Terminal Information Service ATP Airline Transport Pilot AVSEC Aviation Security AWOS Automated Weather Observing System BC Back Course BECMG Becoming CBP Customs and Border Protection CCI Compulsory Check of Installation CDI Course Deviation Indicator CDU Control Display Unit CDV Challenge Do Verify also referred to as Challenge and Response CFIT Controlled Flight Into Terrain CG / C.G. Center of Gravity CL Course Line CMP Continuous Airworthiness Maintenance Program CP Co-pilot CPNA Co-pilot Night Aided CPNU Co-pilot Night Unaided




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CPW Co-pilot Weather CRM Crew Resource Management CTAF Common Traffic Advisory Frequency DO Director of Operations DFS Daily Flight Sheet DH Decision Height DH Dual Hood DIW Dead in the Water DME Distance Measuring Equipment DN Dual Night DP Decision Point DPA Decision Point Altitude DUAI Direct User Access Terminal DV Do Verify DVFR Defense Visual Flight Rules EAD Emergency Airworthiness Directives EFB Electronic Flight Bag EGPWS Enhanced Ground Proximity Warning System ELT Emergency Locator Transmitter EMS Emergency Medical Services EOC Emergency Operations Center EOCC Enhanced Operational Control Center EPIRB Emergency Position Indicating Radio Beacon ETA Estimated Time Of Arrival ETE Estimated Time Enroute FAF Final Approach Fix FAP Final Approach Point FADEC Full Authority Digital Engine Control FATO Final Approach and Takeoff Area FBO Fixed Base Operator FCP Flight Check Procedures FCPM Flight Check Procedures Manual FDP Flight Duty Period FDM Flight Data Monitoring FO First Officer (SAR) FOD Foreign Object Debris FON Flight Operations Notice FMS Flight Management System FPM Feet Per Minute FRMS Fatigue Risk Management System FSS Flight Service Station GA Go-Around Mode GNSS Global Navigation Satellite System




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GOM General Operations Manual GOMEX Gulf of Mexico GPS Global Positioning System GS Glide Slope GSIA Glide Slope Intercept Altitude HAT Height Above Touchdown HAZMAT Hazardous Material HDG Heading Hold HEDA Helicopter Enroute Descent Area HEEDS Helicopter Emergency Egress Device HERDS Helicopter emergency raft deployment system HIA Highly Illuminated Area HIPAA Health Insurance Portability and Accountability Act HIRL High Intensity Runway Lights HLO Helicopter landing officer HNVGO Helicopter Night Vision Goggle Operations HOGE Hover Out of Ground Effect HRR Helicopter Rapid Refueling HSD Horizontal Situation Display HSE Health and Safety Executive HSEQ Heath, Safety, Environmental and Quality HSI/RMI Horizontal Situation Indicator/Radio Magnetic Indicator HTAWS Helicopter Terrain Awareness and Warning System HUET Helicopter underwater egress training I Instructor IAF Initial Approach Fix IAP Instrument Approach Procedure IAS Indicated Airspeed Hold IAW In Accordance with ICAO International Civil Aviation Organization ICP Intensive Care Paramedic ID Instructor day or Identification depending on context IF Intermediate Approach Fix IFR Instrument Flight Rules ILS Instrument Landing System IMC Instrument Meteorological Conditions IPC Instrument Proficiency Check ISTP LAA Leaving assigned altitude LAMP Line Activity Monitoring Program LAWRS Limited Aviation Weather Reporting Stations LIMSAR Limited Search and Rescue LP Localizer Performance LPV Localizer Performance With Vertical Guidance




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LRNS Long Range Navigation Systems LZ Landing zone MAP Missed Approach Point MCF Maintenance Check Flight MDA Minimum Descent Altitude MDH Minimum Descent Height MEA Minimum Enroute Altitude MEDEVAC Medical Evacuation MEF Maximum Elevation Figure MEL Minimum Equipment List MET Meteorological MFD Multifunction Display MGW Maximum Gross Weight MHZ Megahertz MIA Minimum Instrument Altitude MNT Maintenance MODU Mobile Offshore Drilling Unit MOU Memorandum of Understanding MSL Mean Sea Level NAV Navigation Hold NEF Nonessential Equipment and Furnishings NEXWAS NEXRAD Weather Advisory System NFR No Flight Required NM Nautical Mile NOTAM Notice to Airman NR Non-regulatory NRM Normal NVG Night Visions Goggles NVIS Night Vision Imaging System NWS National Weather Service O&G Oil and Gas OAT Outside Air Temperature OCS Outer Continental Shelf OEI One engine Inoperative OM Outer Marker OSAP Offshore Standard Approach Procedure OSC On-Scene Coordinator OTAC Outside the Aircraft Check PAR Preferential Arrival Route PAR Precision Approach Radar PC2 Performance Class 2 PDR Preferential Departure Route PED Portable Electronic Devices




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PF Pilot Flying PFD Personal Flotation Device PH Pilot hood PIC Pilot in Command PINC Procedural Intentional Non-Compliance PINS Point in Space PIREP Pilot Weather Report PIW Person In Water PLB Personal Locator Beacon PM Pilot Monitoring PNA Pilot Night Aided PNR Point of No Return PNU Pilot Night Unaided POI Principal Operations Inspector PPE Personal Protective Equipment PW Pilot Weather QA Quality Assurance QNE Standard Altimeter Setting (29.92" Hg) QNH Altitude above Sea Level based on local station pressure RADALT Radar Altimeter Hold RAIM Receiver Autonomous Integrity Monitoring RCLM Runway Center Line Markings RCO Remote Communications Outlet RF Radius to Fix RFM Rotorcraft Flight Manual RII Required Inspection item RM Rescue Member RNAV Area Navigation RON/R.O.N. Remain Overnight RP Recommended Practices RS Rescue Swimmer RVR Runway Visual Range S.I.D.A. Security Identification Display Area SAR Search and Rescue SAWRS Supplemental Weather Reporting Stations SIAP Standard Instrument Approach Procedure SIC Second in Command SMS Safety Management System SPIFR Single Pilot IFR SRU Search and Rescue Unit TAC Terminal Area Chart TAF Terminal Area Forecast TAS Traffic Alert System




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TAWS Terrain Avoidance and Warning System TCAS Traffic Collision Avoidance System TDZ Touch Down Zone TFR Temporary Flight Restrictions TLOF Touch Down Lift-off Area USCG US Coast Guard VAP VOR Approach Mode VFR Visual Flight Rules VHF Very High Frequency VIS Visibility VMC Visual Meteorological Conditions VOR Very High Frequency Omnirange Hold VPN Virtual Private Network VSI Vertical Speed Indicator VY Best Rate of Climb Airspeed V2 Takeoff Safety Speed VMINI Minimum Airspeed for IFR VTOCS Takeoff Climb Out Speed VTOSS Takeoff Safety Speed for Category A Rotorcraft VYSE Speed for Best Rate of Climb Single Engine WAAS Wide Area Augmentation System WMO World Meteorological Organization WO Winch Operator

DEFINITIONS

Aided Night Flight: A flight that begins one hour after sunset and ends one hour before sunrise where the pilot uses night vision goggles to maintain visual surface reference in an aircraft.

Airborne Radar Operator (ARO): A pilot responsible for operating the Airborne Radar/RNAV and providing vectors to the pilot at the controls of a helicopter during the OSAP procedure. The ARO may be either the PIC or the SIC.

Aircraft Accident: An occurrence associated with the operation of an aircraft which takes place between the time any person boards the aircraft with the intention of flight and all such persons have disembarked and in which any person suffers death or serious injury, or in which the aircraft receives substantial damage. The Director of HSEQ or a Company Officer shall make the final determination if the occurrence meets this definition.

Approach Offset: A procedure whereby the final approach segment is offset on the RNAV 0.5 either left or right, dependent upon the missed approach Clear Area.

Approach Target: A stationary platform, rig or ship to which an OSAP approach procedure is oriented. The approach target may or may not be the destination where the helicopter will land.

Bow-Tie: A graphical representation of a specific risk assessment which identifies the primary hazard yet focuses on a Top Event and its associated Threats, Controls and potential Consequences.




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Caution: An operating procedure, practice, etc., which if not strictly observed, could result in damage to or destruction of equipment.

Ceiling: The lowest layer of clouds or obscuring phenomena that is reported as “broken,” “overcast,” or “obscuration” and not classified as “thin” or “partial.”

Challenge Do Verify (CDV): Method of checklist use consisting of a crew member making a challenge before an action is initiated, another crewmember taking that action, then verifying the action. Heliservicio calls this method CHALLENGE and RESPONSE.

Clear Area (OSAP): The area centered on the offset/Δ 30 final and missed approach course which provides 0.5 NM lateral obstruction clearance starting at the decision point altitude (DPA) and continuing throughout the missed approach. The minimum dimensions of the Clear Area are 1.0 NM wide and 3.5 NM long; beginning not less than 2.0 f NM from the approach target, and ending not less than 1.5 NM beyond the approach target, along the offset/Δ 30 course.

Congested Area: A densely populated area substantially used for residential, commercial or recreational purposes without adequate safe forced landing areas.

Crewmember: A person assigned to perform duty in an aircraft during flight time.

Critical Phase of Flight: For a helicopter, it means all flight operations conducted below 500 feet to include hovering, takeoff, landing, “Rotors Turning” ground operations and all other flight operations conducted below 10,000 feet, except cruise flight; for an airplane, it means all ground operations involving taxi, takeoff and landing, and all other flight operations conducted below 10,000 feet, except cruise flight.

Decision Point (DP) (PC2 and two-pilot crew operations): On takeoff, the point established where in the event a power unit fails prior to reaching that point, a rejected takeoff is accomplished, or if a power unit fails after that point the aircraft may have to execute a forced landing. On landing, the point established where in the event an engine fails prior to reaching that point, a missed approach (go around) is executed, and the aircraft can continue flight, or if an engine fails after that point the safest option is to continue to the landing site or helideck.

Decision Point Altitude (DPA)(OSAP): A point located on the final approach course at 500 feet MSL and not less than 2.0 f NM from the approach target. At DPA, if the radar presentation forward along the approach/missed approach course is clear of all obstructions by at least 0.5, the NM approach may continue to MDA. However, if at DPA minimum lateral separation from obstructions is not assured, a missed approach must be initiated.

Destination Platform: The platform of intended landing. The destination platform may or may not be the approach target.

Do Verify (DV): Method consisting of the checklist being accomplished in sequence without a preliminary challenge. After all the action items on the checklist have been completed, the checklist is then read again while each item is verified. This procedure allows each crew member to work independently to accomplish defined tasks.

Duty Time: The time a flight crewmember reports for duty of any type until all assigned duties are completed.

D-Value: The largest overall dimension of the helicopter when rotors are turning. This dimension will normally be measured from the most forward position of the main rotor tip path plane to the most rearward position of the tail rotor tip path plane (or the most rearward fuselage extension in




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the case of Fenestron or NOTAR tails).

Elevated Heliport: A heliport which is at least 3 meters above the surrounding surface.

Emergency: A non-routine operation in which certain procedures or actions must be taken to protect the crew and the passengers, or the aircraft from a serious hazard or potential hazard.

Final Approach Point (FAP): A position between 5.0 NM and 8.0 NM downwind from the approach target, from which the final approach is initiated.

Final Approach Segment: The segment of an instrument approach procedure in which the alignment and descent for landing are accomplished. It begins at the final approach fix and ends at the missed approach point.

Flight Crewmember: A pilot assigned to duty in an aircraft during flight time.

Flight Path Management: The term used for planning, execution, and assurance of the guidance and control of aircraft trajectory and energy, in flight or on the ground. Basically the guidance of the aircraft in the vertical and horizontal axis by either manual or automated means.

Flight Time: Pilot time that commences, (helicopter) when skids or wheel leave the surface until they come to rest upon the surface.

GPS Transition Waypoint: A point created with the GPS as a user waypoint 8 NM downwind from the Approach Target.

HEDA Coordinate: The center point of the HEDA, fixed by the HEDA coordinates.

Helicopter Enroute Descent Area (HEDA): A circular area eight (8.0) NM in diameter that is entirely offshore and completely clear of fixed obstacles. The purpose of this area is to provide an obstacle free environment that will allow a helicopter to descend to VMC conditions while enroute.

Helideck: A heliport located on a floating or fixed offshore structure.

Heliport: An aerodrome or a defined area of land, water or a structure used or intended to be used wholly or in part for the arrival, departure and surface movement of helicopters.

High Lighting Conditions: Night High Lighting Conditions means conditions in which the cloud cover is less than broken (less than 5/8 cloud cover), the time is between local moonrise and moonset, and at least 50 percent of the lunar disk illuminated, or the entire operation is conducted over a lighted surface area.

Highly Illuminated Area (HIA): Moonrise, moonset, and percentage of lunar disk illuminated data shall be consistent with data available from the U.S. Naval Observatory.

High Wind Conditions: Sustained winds of 30 knots or higher, or gust spreads greater than 15 knots in any wind conditions, or thunderstorm activity within 10 NM .

Hostile Environment: An environment in which a safe forced landing cannot be accomplished because the surface is unsuitable or the aircraft occupants cannot be adequately protected from the elements, or search and rescue response/capability in not provided consistent with anticipated exposure or there is unacceptable endangering of persons or property on the ground. In addition, for overwater operations, the sea area north of 45N or south of 45S is considered hostile.

Immediate Action: An action that must be taken in response to a non-routine event so quickly that reference to a checklist is not practical.




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Incident: An occurrence other than an accident, associated with the operation of an aircraft, which affects or could affect the safety of operations.

Intermediate Approach Fix (IF): The IF may be a Very High Frequency Omnidirectional Range Collocated Tactical Air Navigation (VORTAC) distance measuring equipment (DME) fix or a waypoint based upon an approved Area Navigation (RNAV) system. The IF connects the enroute structure to the intermediate segment of the operation.

Land Immediately: The urgency of landing is paramount. Primary consideration is to assure survival of occupants. Landing in water, trees or other unsafe areas should be considered only as a last resort. However, floats will enable you to land on the water.

Land as Soon as Possible: Land without delay at nearest adequate site at which a safe approach and landing can be made.

Land as Soon as Practical: Extended flight beyond the nearest approved landing area where appropriate assistance can be expected is not recommended. The landing site and duration of flight are at the discretion of the pilot. This does not mean fly to a mechanic, but where a mechanic can get to you.

Large Helicopters (or Heavy Helicopters): Helicopters of more than 12,500 pounds, maximum certificated takeoff weight.

Light Helicopter: Helicopters with a maximum allowable takeoff gross weight of 7000 pounds or less.

Lighted Surface Area: A lighted surface area is an area in which prominent objects are lighted, and surface lighting is adequate to identify terrain features and establish a usable horizontal reference. The lighting required to support this level of surface definition may be man-made, natural, direct or indirect, or any combination thereof, provided these stated requirements, and the requirements of 14 CFR § 135.207, are met.

Low Lighting Conditions: Anything other than high lighting conditions.

May: Application of a procedure is optional.

Medium Helicopters: Helicopters of 7000 pounds, up to and including 12,500 pounds.

Missed Approach (OSAP): An immediate climb to 900 feet MSL while tracking the offset final/missed approach course, or the Delta 30 degrees turn heading. Upon reaching 900 feet, continue a climbing downwind turn to 2000 feet and hold on the final approach course, or as directed by ATC. Remain within 10.0 NM of the approach target.

Missed Approach Point (MAP)(OFFSET OSAP): A point on the offset final approach course where a missed approach is initiated. It is located on the 0.5 NM offset course before reaching the offset abeam point.

Missed Approach Point (MAP)(DELTA 30 degrees OSAP): A point on the final approach course where a missed approach is initiated. It is a point located on the Delta 30 degrees course heading at 0.6 NM.

Mountainous Terrain: Field elevations 2000 feet or greater, or increases of enroute elevations of 1000 feet or greater.

Night: The period from sunset to sunrise.




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Night Vision Goggles (NVG): An appliance worn by a pilot that enhances the pilot's ability to maintain visual surface reference at night.

Night Vision Goggle Operation (NVGO): Night vision goggle operation means the portion of a flight that occurs during the time period from one hour after sunset to one hour before sunrise where the pilot maintains visual surface reference using night vision goggles in an aircraft that is approved for such an operation.

Non-hostile Environment: An environment in which a safe forced landing can be accomplished and the aircraft occupants can be protected from the elements, and search and rescue response/capability is provided consistent with anticipated exposure.

Non-Normal or Abnormal: A non-routine operation in which certain procedures or actions must be taken to maintain an acceptable level of systems integrity or airworthiness.

Normal: A routine operation without malfunctions.

NOTE: An operating procedure, condition, etc., which is essential to highlight.

Operational Control: To exercise authority over initiating, conducting, and terminating a flight. This is accomplished at Heliservicio through management oversight (lines of authority), clearly defined crew and aircraft scheduling, reviewing and disseminating flight planning information, effective flight locating, providing standard operating procedures (GOM), safety programs, training and checking, and quality assurance (audit programs).

Passenger Seat: A seat which does not have flight controls installed.

Phase Checklist: A checklist used to establish and/or verify aircraft configuration during a specific phase of flight. Example: "After takeoff checklist."

Pilot in Command: The pilot responsible for the operation and safety of an aircraft during flight time.

Pilot Flying (PF): The pilot responsible for control of the aircraft or Flight Path Management.

Pilot Monitoring (PM): The pilot responsible for monitoring aircraft performance.

Point of Departure: The point of where the aircraft took off from.

Point of No Return: VFR Operations – The point where the aircraft can no longer reach the nearest beach location with a thirty minute fuel reserve and land at an improved area which is suitable to accomplish an emergency landing with a 20 minute fuel reserve. The PNR is defined as that point beyond which the aircraft does not have sufficient fuel to return to an onshore fueling location and fly thereafter for 30 minutes.

RAIM: A technique whereby a civil GNSS receiver/processor determines the integrity of the GNSS navigation signals without reference to sensors or non-DOD integrity systems other than the receiver itself. This determination is achieved by a consistency check among redundant pseudo-range measurements.

RA MDA: The lowest altitude to which a descent is authorized in procedures using airborne radar in the mapping mode and operational radar altimeter.

Rest Period: The period starting when a flight crewmember completes all assigned duties, until reporting for the next duty period. The Rest Period does not include time spent in transit from one duty station to another.




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Second in Command: A pilot who is designated to be second in command of an aircraft during flight time.

Shall: Application of a procedure is mandatory

Should: Application of a procedure is recommended.

Top Event : The negative result (the release of a hazard) resulting from a failure of those barriers identified in the Bow-Tie risk assessment process. An example of a top event is "Flight into terrain, obstacles or water."

Unaided Night Flight: A flight at night where the pilot does not use night vision goggles to maintain surface reference.

Walk Around: To walk 360 degrees, or as near 360 degrees as the landing area will permit, around the helicopter checking the general condition of the aircraft, fluid levels, cowling security, leaks and ensuring the aircraft and rotor tie-downs are removed.

Warning: An operating procedure, practice, etc., which, if not correctly followed, could result in personal injury or loss of life.

mgo-a manual general de operaciones

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