PART-ORA APPROVED OPERATIONS MANUAL - …€¦ · · 2016-07-15Version 3 Issued August 2015 Replacing EASA OPS 2 Page 1 of 53 PART-ORA APPROVED OPERATIONS MANUAL This ... Training

Cambridge Helicopters Ltd t/a Aeromega Helicopters Part 2 - Operations Manual

Version 3 Issued August 2015 Replacing EASA OPS 2 Page 1 of 53

PART-ORA APPROVED OPERATIONS MANUAL

This document supports the European Union PART-ORA Approved Training Organisation Approval of:

Cambridge Helicopters Ltd T/A Aeromega Helicopters Cambridge Airport, Newmarket Road

Cambridge CB5 8RX

Tel: 01223 294488 Fax: 01223 294499

e-mail: [email protected]

PART-ORA APPROVAL

REFERENCE GBR.ATO-0311

Document Reference No: EASA OPS 3



LIST OF EFFECTIVE PAGES

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LETTER OF TRANSMITTAL

Date: …………………… For Manual /Amendment* Approval

Document Ref. No: …… Original Issue* Amendment Revision No.:* ……….

Ref.

[page no]

Remove Insert Brief Details of Amendment

Approved By: Compliance Manager Part-ORA Cambridge Helicopters Ltd trading as Aeromega Helicopters Date: * delete as required --------------------------------------------------------------------------------------------------------------------------- FOR UK CAA USE ONLY Approved By: For the UK Civil Aviation Authority: Date:

Following investigation and approval by the UK CAA, a signed & stamped copy of this page

shall be returned to the Part-ORA Cambridge Helicopters Ltd trading as Aeromega

Helicopters for inclusion in all copies held by the company.



DOCUMENT AMENDMENT RECORD

Amendment No Date Date Embodied Signature

1 (Original Issue) Jan 2014 Jan 2014

2 November 2014 November 2014

3 August 2015 August 2015

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FOREWORD

This manual has been prepared in order to support the Cambridge Helicopters Ltd trading as Aeromega Helicopters herein after referred to as “the Company” PART-ORA Approved Training Organisation Approval. This document forms Part 2 of the Company ATO Manuals which are divided into FOUR parts. PART 1 MANAGEMENT ORGANISATION MANUAL

The Company maintains a separate Safety Management Systems Manual.

PART 2 OPERATIONS MANUAL PART 3 TRAINING MANUALS

a) PPL(H) Training Manual

b) CPL(H) Training Manual

c) FIC (H) Training Manual

d) Type Rating Training Manual

PART 4 APPENDICES

DOCUMENT DISTRIBUTION & AMENDMENT Amendments to all Company manuals (including the separate SMS Manual) must be approved by the Accountable Manager and will be submitted to the Authority accompanied by a Letter of Transmittal with the changes clearly identified. Once approved by the Authority, the changes will be e-mailed to each holder of a copy of the manual as listed in the Circulation and Distribution section of the relevant manual with a “Read Receipt” required. The Company will accept the e-mail “Read Receipt” as confirmation of the incorporation of the relevant amendment into the appropriate manual. All amendments to OEM manuals, checklists and other documentation are reviewed on receipt and implemented into the course and any examination papers as appropriate.

NB. Once printed this document becomes uncontrolled.

CIRCULATION AND DISTRIBUTION

Copies to be distributed to the following parties:

1 Head of Training/Safety Manager/Accountable Manager/Office Copy (Printed) 2 Compliance Manager (electronic copy) 3 Civil Aviation Authority (electronic copy) 4 Company Website (electronic copy)



This document is available to all personnel involved in the Company as a paper copy held in the Company’s main office. An electronic copy is available on the Company website. Updates and amendments will be advised:

1. through personal e-mail to management personnel and any person required to follow its procedures;

2. through an electronic copy to the UK CAA

3. through a general e-mail to other stakeholders and information posted on the Company website.

The following post holders will receive specific notice of amendments by e-mail:

Accountable Manager

Safety Manager

Head of Training

Compliance Manager

UK CAA

INTERNAL OPERATOR INFORMATION – OPERATIONAL CREW INSTRUCTION Where operational factors dictate a manual amendment which cannot be processed in time to meet the operational requirement, a system of internal operator information is promulgated using Operational Crew Instructions (OCI(s)). OCIs may only be issued by the Head of Training in the form specified in Appendix 11 . A file of current OCIs are held at each base with a signature sheet that should be signed by the Head of Training. All holders of operations Manuals will be issued with a copy of the OCI. It is the holders responsibility to place the copy of the OCI in the front of the Operations Manual. Signing of the signature sheet confirms that the individual has read the OCI and that it has been placed in the Operations Manual. OCIs are valid for a maximum of 6 Months and will expire unless they are extended.



OPERATIONS MANUAL

1) General

2) Technical

3) Route

4) Personnel Training



CONTENTS

Section No. Title Page No

i Frontispiece 1

ii List of Effective Pages 2

iii Letter of Transmittal 3

iv Document Amendment Record 4

v Foreword, Document Distribution, Amendment & Circulation

5

vi Internal Operator Information – Operational Crew Instructions

6

vii Operations Manual Title Page 7

viii Contents Pages 8-10

Part 1 GENERAL 11

1.1.1 List & Description of the Manual 11

1.1.2 Administration 11

1.1.2.1 ATO Structure 11

1.1.3 Responsibilities 11

1.1.3.1 Accountable Manager 11

1.1.3.2 Head of Training (HT) 12

1.1.3.3 Safety Manager 12

1.1.3.4 Compliance Monitoring Manager 12

1.1.3.5 Chief Flying Instructor 12

1.1.3.6 Instructors 13

1.1.4 Student Discipline 13

1.1.4.2 Alcohol 14

1.1.4.3 Drugs 14

1.1.4.4 Reporting 14

1.1.5 Approval & Authorisation of Flights 15

1.1.5.2 Deviation from an Authorisation 15

1.1.5.3 Authorised Signatory 15

1.1.6 Preparation of Flying Programme 15

1.1.6.1 Restriction of Numbers of Aircraft in Poor Weather 16

1.1.7 Nomination of Pilot-in–Command of Aircraft 16

1.1.8 Responsibilities of Pilot-in-Command 16

1.1.8.1 Specific responsibilities 16

1.1.8.2 Deviation from Procedures in Emergency 17

1.1.8.3 Responsibility in Respect of Third Party Maintenance 17

1.1.9 Carriage of Passengers 18

1.1.10 Aircraft Documentation 18

1.1.10.2 Documents to be Carried in Flight 18

1.1.11 Retention of Documents 19

1.1.12 Flight Crew Qualification Records 19

1.1.13 Revalidation 20

1.1.14 Flight Duty Period and Flight Time Limitations (Instructors) 20

1.1.15 Flight Duty Limitations (Students) 20

1.1.18 Pilots’ Log Books 20

1.1.19 Flight Planning (General) 20

1.1.20.1 Safety Responsibilities 21

1.1.20.2 Safety Equipment 21

1.1.20.3 Radio Listening Watch 21



1.1.20.4 Accidents and Incidents 21

1.1.20.5 Definition of an Accident 21

1.1.20.6 Definition of a Serious Injury 22

1.1.20.7 Reporting Procedures 22

1.1.20.58 Incident Reporting 22

1.1.20.69 Occurrence Reporting 13

1.1.20.10 Airprox 23

1.1.20.11 Birdstrike 23

1.1.20.12 Wake Vortices 24

1.1.20.13 Foreign Object Debris (FOD) 24

1.1.20.14 Aircraft Damaged 24

1.1.20.15 Night Flying 25

1.1.20.15.1 Night Flying Limitations 25

1.1.20.15.2 Night Flying Procedures 26

1.1.20.16 Flying over Water 27

Part 2 TECHNICAL

2.1 Aircraft Handling 28

2.1 Aircraft Descriptive Notes 28

2.2 Aircraft Handling 28

2.3 Limitations 28

2.4 Maintenance 28

2.4.1 Technical Logs 28

2.5 Deferred Defects 29

2.6 Emergency Procedures 29

2.7 Radio & Navigation Aids 30

2.8 Allowable Deficiencies 30

2.9 Aircraft with an Established Minimum Equipment List (MEL)

30

2.10 Aircraft without and Established MEL 30

Part 3 ROUTE

3.1 Performance 32

3.1.2 Take-off 32

3.1.3 Route 32

3.1.4 Landing 32

3.2 Flight Planning 33

3.2.1 Fuel 33

3.2.2 Oil 34

3.2.3 Minimum Safe Altitude 34

3.2.4 Navigation Equipment 35

3.3 Loading 35

3.3.1 Loading, General 35

3.3.2 Load Sheets 35

3.4 Weather Minima (Flight Instructors) 35

3.5 Weather Minima (PPL Students) 35

3.6 Training Routes/Areas 36

3.6.1 Aerodrome Opening Hours 36

3.6.2 Parking and Taxying Procedures 36

3.6.3 Circuit Procedures 36

3.6.4 VFR Circuit Departure 37

3.6.5 Noise Abatement 37

3.6.6 Local Flying Area 37



3.6.7 Standard Cross-country Routes 38

3.6.8 Prohibited, Restricted and Danger Areas 38

3.6.9 Circuit Re-join Procedures 38

3.6.10 After Flight Procedures 39

3.7 Night Flying Procedures at Cambridge 39

PART 4 PERSONNEL TRAINING

4.1 Responsibilities 41

4.2 Initial Training 41

4.3 Refresher Training 41

4.4 Standardization Training 41

4.5 Proficiency Checks 41

4.6 Upgrading Training 42

4.7 ATO Personal Standards Evaluation 42

APPENDICES

App 1 Cambridge Circuit Diagram 43

App 2 Cambridge Airport Plate 44

App 3 Initial Instructor Training Form 45

App 4 Instructor Standardization Refresher Check 46

App 5 Training Aircraft Fleet 47

App 6 Training Aerodromes 48

App 7 Authorised Signatures 49

App 8 Flight Authorization Sheet 50

App 9 Part M Maintenance Companies 51

App 10 List of Instructors 52

App 11 Operational Crew Instructions Form 53



1 General

1.1.1 List & Description of the Operations Manual

Part Title Contents

1 General General information describing the organisation and structure of the ATO.

2 Technical Information related to the servicing and maintenance of the ATO’s aircraft and to normal, abnormal and emergency handling procedures

3 Route Instructions relating to flight planning, performance and loading of the ATO’s aircraft

4 Personnel Training Information regarding the induction, refresher and induction training of ATO staff and evaluation of instructional standards

1.1.2 Administration

1.1.2.1 ATO Structure

Note: * Roles are combined

1.1.3 Responsibilities

1.1.3.1 Accountable Manager

The Accountable Manager is responsible to the Board of Directors for:

Establishing and maintaining an effective management system

Ensuring that the organisation has sufficient qualified personnel for the planned tasks and activities

Promoting the highest degree of safety awareness throughout the organisation

Ensuring that all activities can be financed

*Duncan Bickley

Accountable Manager

William Tobin Compliance Monitoring Manager

*Duncan Bickley

Safety Manager

*Duncan Bickley

Head of Training

Duncan Bickley

Chief Flying Instructor

Flying Instructors



1.1.3.2 Head of Training (HT)

The Head of Training Manager shall be the holder of a professional licence, have extensive experience in training as an instructor for associated ratings or certificates, hold, or have held in the previous three years, at least one of the associated ratings for the training courses provided and is responsible to the Accountable Manager for:

Establishing suitable training programmes and ensuring that training provided is in compliance with Part-FCL.

Ensuring the satisfactory integration of flight with theoretical knowledge training.

Supervising and standardization of instructors

Supervision of the progress of individual students

Fostering the highest degree of safety awareness throughout the organisation

Liaison with the competent authority.

1.1.3.3 Safety Manager

The Safety Manager is responsible to the Accountable Manager for:

Acting as the focal point for safety issues.

The development, administration and maintenance of an effective safety management system

Facilitating hazard identification, risk analysis and management

Monitoring the implementation of actions taken to mitigate risk

Ensuring the maintenance of safety management documentation

Ensuring that safety management training is available and that it meets acceptable standards

Providing advice on safety matters

Ensuring the initiation and follow-up of internal occurrence/accident investigations

1.1.3.4 Compliance Monitoring Manager

The Compliance Monitoring Manager is responsible to the Accountable Manager for:

Monitoring the compliance of the organisation with all applicable regulatory requirements

Monitoring the compliance of the organisation with the provisions of the Operations, Training and Safety Management Manuals

Ensuring that the compliance monitoring programme is properly implemented, maintained and continually reviewed and improved

Ensuring that audits are conducted by suitably trained and independent personnel

1.1.3.5 Chief Flying Instructor (CFI)

A CFI is ultimately responsible for the supervision of flight instructors and for the standardisation and quality of all flight instruction. The CFI shall have at least 1,000 hours as PIC and 500 hours’ instruction on relevant courses; hold the highest professional pilot licence and associated ratings related to the flight training courses conducted; hold an instructor certificate with the privilege to instruct for at least one of the training courses provided.



1.1.3.6 Instructors

A list of Company flying Instructors is contained in Appendix 10. Instructors are responsible for delivering training in accordance with the relevant course syllabus in a safe and effective manner. They are to ensure students are adequately briefed and debriefed for each flight and that student records are completed in a timely and legible manner using the forms specified in the relevant course Training Manual.

1.1.4 Student Discipline

1.1.4.1.1 Each student has the responsibility to be fully acquainted and to comply with the provisions of the ATO Operations and Training Manuals

1.1.4.1.2 If a student displays an irresponsible attitude or demonstrates a clear and distinct lack of aptitude or any other behaviour not consistent with the qualities required of a pilot, suspension from training may be considered.

1.1.4.1.3 In particular, termination of training is likely in the event of:

A deliberate and unjustifiable breach of Regulation 216/2008 or its implementing rules.

Repeated failure to comply with the provisions of the ATO Operations and Training Manuals



● Any behaviour or attitude that endangers flight safety

● Where the student has not made satisfactory progress

● Abusive, inappropriate or discriminatory behaviour towards staff or other students

1.1.4.1.4 The Head of Training will decide on one of the following courses of action:

The issue of a formal verbal warning (A further disciplinary verbal warning will result in the termination of training)

Formally advise student of concerns and possible termination

The issue of a final written warning,

Immediate termination of training.

At each stage of the process, details of action taken must be recorded in the Student’s Training File.

1.1.4.2 Alcohol

A person shall not enter any aircraft when drunk or under the influence of drugs. A person shall not, when acting as a member of the crew of any aircraft or being carried in any aircraft for the purpose of so acting, be under the influence of drink or a drug to such an extent as to impair their capacity so to act. In addition to the above, no pilot, instructor or student shall fly in an aircraft operated by the company if they have consumed alcohol or taken any drug within the 10 hours prior to take-off. If in doubt, consult the Head of Training and / or your instructor. Pilots, instructors & students are to be aware of the stipulations in the Railway and Transport Safety Act 2003. Whilst this act generally applies to Public Transport, all pilots are to observe the limits set as if any flight were for the purposes of Public Transport. The company has the capability to breath test pilots for alcohol in their system. The company reserves the right to require instructors and/or students to take such a test before or after flying. Failure of such a test, or refusal to take such a test, may lead to disciplinary action and curtailment of membership privileges.

1.1.4.3 Drugs

1.1.4.3.1 Recreational drug use is not compatible with aviation safety and any person found to be indulging in such drug use is liable to immediate suspension.

1.1.4.3.2 No pilot is to fly an ATO aircraft after having taken any medication, whether prescribed or not, unless approval has been given by an Aero-Medical Examiner (AME).

1.1.4.4 Reporting and Documentation

Details of a student’s suspension shall be recorded in the student’s training file. The student must be advised in writing of any intention to suspend or terminate his training and record of such advice shall be retained in the Student training file.



1.1.5 Approval and Authorisation of flights

1.1.5.1.1 In accordance with FCL.020, a student pilot shall not fly solo unless authorised to do so and supervised by a flight instructor.

1.1.5.1.2 All flights in ATO aircraft are to be authorised in writing on the Company authorisation sheet and are to include full details of the intended flight and the limits of the authorisation.

1.1.5.1.3 Students on solo cross-country flights are to carry with them evidence of their authorisation.

1.1.5.1.4 Powers of authorisation for flights in ATO aircraft are delegated to flight instructors as follows:

Appointment Authorising Powers

Head of Training All flights

Chief Flying Instructor All flights

Flight Instructors

(Unrestricted)

All training flights and student solo flights including land-away flights to airfields approved by the Company

Flight Instructors

(Restricted)

As for unrestricted flight instructors but excluding first solo flight by day and night, and first solo cross country by day and by night.

1.1.5.2 Deviating from an Authorisation

1.1.5.2.1 The nature and limitations of the Flight Authorisation must be adhered to during the subsequent flight, except in case of emergency, or other extenuating circumstances.

1.1.5.2.2 In such circumstances the pilot shall, as soon as possible after the flight has ended, inform the instructor who authorised the flight of the details of the subsequent excursion from his authorisation.

1.1.5.3 Authorised Signatory

The Head of Training is the only Authorised Signatory who may sign Course Completion Certification. A sample signature is contained in Appendix 6.

1.1.6 Preparation of Flying Programme

As a very small organization, a rigid flying plan is not deemed necessary. Instructors must be free to arrange the flying programme to suit the prevailing conditions and the student’s immediate needs without unnecessary constraints. Instructors should endeavour to follow the guidance sequence of exercises provided in Part 3 section 1.4.4.4 but must adapt the plan to provide the student with the maximum possible benefit.

No more than four helicopters shall operate on the South side of the airfield simultaneously.

Instructors must liaise and verbally agree who will operate from each designated spot. Two helicopters may share a designated spot but instructors shall agree a separation protocol to minimize conflict.

Departures should be staggered wherever possible.

Any such protocol agreed must be acceptable to ATC.

All Pilots must be aware of the Company weather limitations and must plan flights accordingly.



1.1.6.1 Restriction on Numbers of Aircraft in Poor Weather

In the event of poor weather, instructors are to liaise with each other and ATC to ensure that conflicts are minimized. The small number of helicopters operated by the Company make such conflicts unlikely.

1.1.7 Nomination of Pilot-in-Command of Aircraft

(a) On dual instructional flights the instructor will always be nominated as pilot in command.

(b) On solo flights, the student will pilot in command, but the instructor must countersign the authorisation sheet and technical log for the flight to evidence that the flight will be conducted under the instructor’s supervision.

1.1.8 Responsibilities of Pilot in Command

The pilot in command must take all reasonable steps to

maintain familiarity with relevant national and international aviation legislation and agreed aviation practices and procedures;

maintain familiarity with such provisions of the ATO Operations Manual as are necessary to fulfil his function.

1.1.8.1 Specific Responsibilities

1.1.8.1.1 The pilot in command shall:

(a) be responsible for the safe operation of the aircraft and the safety of its occupants during flight;

(b) have authority to give all commands he deems necessary for the purpose of securing the safety of the aircraft and of persons or property carried therein, and all persons carried in the aircraft shall obey such commands;

(c) have authority to disembark any person, which in his opinion, may represent a potential hazard to the safety of the aircraft or its occupants;

(d) not allow a person to be carried in the aircraft who appears to be under the influence of alcohol or drugs to the extent that the safety of the aircraft or its occupants is likely to be endangered;

(e) ensure that all passengers are fully briefed on:

i. use of the seat belt or harness;

ii. the location and operation of emergency exits;

iii. the method of opening of cabin doors;

iv. the brace position and evacuation procedures;

v. deployment and use of the radio beacon (as applicable);

vi. other type specific safety features;

vii. the need to read the passenger briefing card;

viii. the prohibited use of portable electronic equipment such as mobile phones, laptop PCs etc.

(f) ensure that all operational procedures and checklists are complied with, in accordance with the Operations Manual;

(g) ensure that the weather forecast and reports for the proposed operating area and flight duration indicate that the flight may be conducted without infringing Company operation minima;



(h) decide whether or not to accept an aircraft with unserviceabilities in accordance with the list of allowable deficiencies.

(i) take all reasonable steps to ensure that the aircraft, and any required equipment is serviceable;

(j) in the absence of a qualified engineer, ensure that aircraft refuelling is supervised with particular attention being paid to:

i. the correct grade and amount of fuel;

ii. fuel water checks;

iii. fire safety precautions;

iv. checking filler caps for security and correct replacement after refuelling;

(k) take all reasonable steps to ensure that the aircraft weight and balance is within the calculated limits for the operating conditions;

(l) confirm that the aircraft’s performance will enable it to complete safely the proposed flight;

(m) not permit any pilot to perform any activity during take-off, initial climb, final approach and landing except those duties required for the safe operation of the aircraft;

(n) take all responsible steps to ensure that before take-off and before landing the flight crew are any passengers are properly secured in their allocated seats and all cabin baggage is stowed in the approved stowage;

(o) ensure that the pre-flight inspection has been carried out.

(p) NOTAMS, Royal Flight data and AIC’s have been checked;

(q) the aircraft is serviceable and that the aircraft documents are in order;

(r) any exercises or manoeuvres are conducted in a safe and responsible manner in accordance with the helicopter Flight Manual;

(s) fuel states and aircraft loading are within limits for the safe conduct of the flight;

(t) post flight records are correctly maintained, including noting any defects;

(u) ensure appropriate booking have been made with the relevant Air Traffic Control agencies.

1.1.8.2 Deviation from procedures in Emergencies

The pilot-in-command shall, in an emergency situation that requires immediate decision and action, take any action he considers necessary under the circumstances. In such cases he may deviate from rules, operational procedures, and methods in the interest of safety.

1.1.8.3 Responsibilities In Respect of Third Party Maintenance

1.1.8.3.1 In the event that third party maintenance of an ATO aircraft is required away from base, the PIC is first to contact the Head of Training or his nominated deputy for authorisation. Any costs incurred for maintenance that has not been properly authorised will be wholly the responsibility of the PIC.

1.1.8.3.2 The PIC must ensure that, in the event of third party maintenance being required while away from base, the procedures referred to in the Technical Log are complied with.



1.1.9 Carriage of passengers

Subject to the approval of the Head of Training and the privileges of his licence, a person may fly as PIC of a Company aircraft carrying passengers provided that the following conditions are complied with:

(a) He shall not act as pilot-in-command of an aircraft carrying passengers unless within the preceding 90 days he has made 3 circuits, each to include take-offs and landings, as the sole manipulator of the controls in a helicopter of the same type to be flown.

(b) Passengers may not be carried on student solo flights

(c) Passengers may not be carried on dual instructional flights with the following exceptions:

i. Another student on the same course of training may be carried if there is a training benefit to be gained.

ii. CAA inspectors may be carried on any dual instructional flight.

iii. Passengers may be carried during trial lessons provided that they have a clear and direct interest in the flight (e.g. parents, partner, etc.) and no remuneration of any kind is given in respect of their carriage. On such flights, unbriefed simulated emergency drills may not be conducted.

1.1.10 Aircraft documentation

1.1.10.1 Technical Log

1.10.1.1 It is the responsibility of all pilots to check the aircraft technical log prior to engine start in order to establish that the aircraft is serviceable for the proposed flight.

1.1.10.1.2 The Daily Check may be conducted only by a licensed pilot or engineer. Where an ‘A’ check has been conducted, the person conducting the check is to certify its completion by inserting his signature and CAA reference number (or other authorisation reference) in the relevant boxes, along with the date and time that the check was completed.

1.1.10.1.3 The PIC of the aircraft is to sign the ‘Pilots Acceptance Column’ certifying satisfaction with the pre-flight inspection and fuel/oil states for the intended flight.

1.1.10.1.4 On completion of the flight, the PIC is responsible for entering the flying time, engine starts and any un-serviceability as soon as practicable after landing.

1.1.10.1.5 Flight time is defined in accordance with FCL.010

1.1.10.1.6 Any defect recorded in the technical log shall be cleared or deferred by a licensed engineer, or other authorised person, prior to the next flight.

1.1.10.1.7 Care must be taken at all times to ensure that the technical log is completed accurately, legibly and in full.

1.1.10.2 Documents to be carried in Flight

1.1.10.2.1 The following documents are to be carried on each flight as originals or copies unless otherwise specified:

i. Pilots Operating Handbook or Flight Manual

ii. Certificate of Airworthiness (original)

iii. Airworthiness Review Certificate

iv. Crew Licences and Photographic Identification

1.1.10.2.2 In addition to the above, when not intending to take off and land at the same aerodrome and remaining within UK airspace, the following documents are to be carried.

v. Noise Certificate, if applicable



vi. List of specific approvals, if applicable

vii. Aircraft Radio Licence, if applicable

viii. Certificate of third party liability insurance

ix. Aircraft Technical Log

x. Details of the filed ATS flight plan

xi. Current and suitable aeronautical charts for the route of the proposed flight

1.1.10.2.3 In addition to the above, flights intending to leave UK airspace must also carry the following:

xii. Certificate of Registration (original)

xiii. Procedures and visual signals information for use by intercepting and intercepted aircraft

xiv. The MEL (if applicable)

xv. Evidence of VAT having been paid.

1.1.11 Retention of Documents

Technical Logs shall be maintained for the life of the aircraft plus 2 years. Completed Technical Logs will be archived by month and year.

Copies of Technical logs of non-ATO aircraft used for approved training shall be retained for a period of 3 years. When such aircraft are used only for short periods, copies of the relevant technical log pages are to be retained with the associated training record(s) for audit purposes.

1.1.12 Flight Crew Qualification Records

The primary responsibility to ensure the validity of staff and student licences, qualifications, ratings and certificates for any flight rests with the Instructor. The Head of Training will also require Ops to maintain a separate up-to-date record of the validity of such qualifications ratings and certificates.

1.1.12.1 Currency of Licences and Ratings

1.1.12.1.1 Excluding student solo flights where the only requirement is that the student holds a valid medical certificate, all pilots are to be in possession of a valid pilot licence and medical certificate before acting as pilot in command of an ATO aircraft. In order to be valid:

The licence and medical certificate must be signed by the holder.

The medical certificate expiry date must not have been exceeded.

The licence must contain a valid Certificate of Revalidation for the aircraft type or class to be flown.

The licence must contain a valid Language Proficiency Rating.

If the flight involves flight at night, the licence must contain a night rating or a night qualification (unless the pilot is undergoing training for a night qualification).

1.1.12.1.2 A pilot who holds a licence issued by another ICAO State shall ensure that the licence is valid in all respects demanded by that State. This includes a medical certificate valid in the state of licence issue.



1.1.13 Revalidation

It is the responsibility of each instructor to ensure that all licences, ratings and medical and other certificates necessary for the conduct of their duties remain valid at all times.

1.1.14 Flight Duty Period and Flight Time Limitations (Flight Instructors)

Although not involved in public transport, Instructors as CPL holders are to observe the same Flight Time Limitations scheme as follows:

Maximum duty period in any one day 10:00

Maximum duration of any one dual flight 3:00

Maximum flying hours in any day/night 7:00

Maximum number of flights in any day/night; 5

Minimum rest period between consecutive flights 0:30

Minimum rest period between consecutive duty periods. 12.00

Minimum days off in any 14 day period 2

Maximum hours in the previous 12 months 800

Maximum hours in previous month 100

1.1.15 Flight Duty Limitations for students

Limitations will vary for students depending on the nature of the course they are undertaking. Therefore the limitations on students are contained within the training manual for the appropriate course.

1.1.18 Pilots’ Log Books

1.1.18.1.1 All pilots are to maintain their personal logbooks in accordance with the provisions of AMC1 FCL.050

1.1.18.1.2 In particular, pilots are to ensure that the following particulars are recorded in their current log book:

The name and address of the holder.

Particulars of the holders licence (if any) to act as a member of the flight crew of an aircraft.

The name and address of the holder’s employer (if any).

1.1.18.1.3 On completion of a course of training, the Chief Flying Instructor is to inspect each trainee’s logbook and certify that it contains an accurate record of the flights carried out.

1.1.19 Flight Planning (General)

Prior to each flight, the pilot-in-command is responsible for overseeing the proper planning of the flight. In particular, the PIC is to take into account:

Current meteorological reports and forecasts

Weather minima

NOTAMs & Royal Flights

Aerodrome information

Current charts and amendments



Aircraft mass and balance

Instructors may delegate tasks to Students but are ultimately responsible for ensuring that planning has been completed correctly.

1.1.20 Safety Responsibilities

1.1.20.1.1 The Safety Manager is responsible for monitoring the standards of flight safety within the ATO, and for ensuring that all information affecting flight safety is disseminated immediately to all flying personnel.

1.1.20.1.2 Notwithstanding the above, all personnel have a personal responsibility towards flight safety. Anyone who discovers a factor affecting flight safety, or who wishes or discuss any matter affecting safety, should contact the Safety Manager.

1.1.20.2 Safety Equipment

1.1.20.2.1 All pilots are to ensure that they are familiar with the use of the fire extinguishers fitted to the ATO’s aircraft.

1.1.20.2.2. Prior to each flight pilots are to ensure that the fire extinguisher and first aid kit have been inspected within the preceding 12 months.

1.1.20.3 Radio Listening Watch

Pilots are to ensure that a listening watch is maintained on a suitable radio frequency throughout the flight. In normal circumstances, pilots are to be in receipt of at least a Basic Service, unless the level of transmissions are interfering with the process of instruction.

1.1.20.4 Accidents and Incidents

1.1.20.4.1 Any pilot involved in an accident or incident in an ATO aircraft is to report an initial Accident/Incident Report as required in the Company SMS Manual. Once completed, the report is to be passed to the Safety Manager.

1.1.20.4.2 The Safety Manager is to investigate any incident or occurrence involving Company aircraft or any other operational matter. This in no way absolves the Company or aircraft PIC from their duty, under the Air Navigation Order or the Company SMS or other legislation, to report accidents or incidents.

1.1.20.4.3 The object of an internal investigation of an accident or incident is as follows.

To find out what happened.

To find out why it happened.

To recommend measures to prevent it happening again.

1.1.20.4.4 It is not the purpose of an investigation to find a scapegoat or to allocate blame.

1.1.20.5 Definition of an accident

1.1.20.5.1 The following is the ICAO definition of 'accident' and also the UK definition of 'reportable accident'.

An occurrence associated with the operation of an aircraft that takes place between the time when any person boards the aircraft with the intention of flight and such time as all persons have disembarked there from, in which:

Any person suffers death or serious injury while in or upon the aircraft or by direct contact with any part of the aircraft (including any part which has become detached from the aircraft) or by direct exposure to jet blast, except when the death or serious injury is from natural causes, is self-inflicted or is inflicted by other persons or when the death or serious injury is suffered by a stowaway hiding outside the areas normally available in flight to the passengers and members of the crew of the aircraft, or



The aircraft incurs damage or structural failure, other than:

Engine failure or damage, when the damage is limited to the engine, its cowling or accessories;

Damage limited to propellers, wing tips, antennae, tyres, brakes, fairings, small dents or punctured holes in the aircraft skin, which adversely affects its structural strength, performance or flight characteristics and which would normally require major repair or replacement of the affected component, or

The aircraft is missing or is completely inaccessible or

Significant damage is caused to property of the Company or any third

party.

1.1.20.6 Definition of a serious injury

1.1.20.6.1 Serious injury means an injury that is sustained by a person in a reportable accident and which:

i. Requires his stay in hospital for more than 48 hours commencing within seven days from the date on which the injury was received.

ii. Results in a fracture of any bone (except fracture of fingers/toes/nose).

iii. Involves lacerations that cause nerve, muscle or tendon damage or severe haemorrhage or involves injury to any internal organ.

iv. Involves second or third degree burns affecting more than five per cent of the body surface.

v. Involves verified exposure to infectious substances or injurious radiation.

1.1.20.7 Reporting procedures

1.1.20.7.1 Following an accident, it is the responsibility of the pilot concerned to ensure that the appropriate reporting procedures are followed.

1.1.20.7.2 The following sequence must be observed.

Inform the Air Traffic Control Unit responsible for the flight at the time.

Inform Company Operations immediately and by the quickest means possible - the person receiving the call will initiate the Company Emergency Response Plan and inform the Head of Training and the Company Management

Inform the competent authority as soon as possible - in the UK this is the Chief Inspector, Air Accident Investigation Bureau, Department of Transport.

Inform the local police as soon as possible - see Civil Aviation (Investigation of Accidents) Regulations 1996.

No comment is to be made to the press/media or other persons outside the company.

1.1.20.7.3 The accident report form should be completed as soon as possible, and submitted to the responsible authority (with a copy to the HT) within 72 hours. This form will be supplied by the ATO.

1.1.20.7.4 For further information, see AIC P 55/2009 ‘Aircraft Accidents and Serious Incidents - Duty to Report’

1.1.20.8 Incident reporting

1.1.20.8.1 An 'incident' is an occurrence that has



jeopardised the safety of passengers, crew or aircraft, but which has terminated without serious injury or damage,

was caused by damage to, or failure of, any major component, not resulting in serious injury or damage.

1.1.20.8.2 Following an incident, it is the responsibility of the pilot concerned to ensure that the appropriate reporting procedures are followed.

1.1.20.8.3 The following sequence must be observed:

Inform Company Ops immediately and by the quickest means possible – Ops will inform the Head of Training.

Complete an incident report form in accordance with the Company’s SMS Manual. To be submitted to the Head of Training within 3 days.

1.1.20.9 Occurrence reporting

1.1.20.9.1 An 'occurrence' is any incident that is not a notifiable accident.

1.1.20.9.2 A 'reportable occurrence' is

any defect or malfunction of any part of an aircraft or its equipment which, if not corrected, would have endangered the aircraft, its occupants or any other person,

failure or inadequacy of facilities or services on the ground used, or in connection with, the operation of the aircraft,

any incident arising from the loading or carriage of passengers, cargo or fuel.

1.1.20.9.3 The overriding criterion to determine whether an occurrence is reportable is if it has endangered or, if uncorrected would have endangered, the aircraft, occupants or other persons.

1.1.20.9.4 All pilots or any persons must report such occurrences on the CAA Occurrence Report form SRG 1601 and submit it to the CAA with a copy to the Head of Training.

1.1.20.9.5 For further information, see CAP 382 ‘MOR Scheme’.

1.1.20.10 AirProx

1.1.20.10.1 An airprox report shall be made whenever a pilot or controller considers that the horizontal or vertical distance between aircraft has been such that the safety of the aircraft was, or may have been, compromised.

1.1.20.10.2 Pilots wishing to make an airprox report should immediately inform ATC. If this is not possible, then the report should be made as soon as possible after landing, by telephone, to any UK ATCC.

1.1.20.10.3 A follow-up report on Form CA 1094 should then be submitted to the UK AirProx Board within seven days.

1.1.20.10.4 For further information, see General Aviation Safety Sense leaflet 13A and UK AIP, ENR Section 1.14.

1.1.20.11 Bird strike

1.1.20.11.1 Any bird strikes or near miss is to be reported. Online reporting is preferred at www.caa.co.uk/birdstrikereporting Where online reporting is not possible, reports may be made using Form SRG\2004 (see Chapter 5 of CAP 772 and Article 227 of the ANO 2009).

http://www.caa.co.uk/birdstrikereporting



… the commander of an aircraft shall make a report to the CAA of any birdstrike occurrence which occurs whilst the aircraft is in flight within the United Kingdom.

The report shall be made within such time, by such means and shall contain such information as may be prescribed …

Nothing in this article shall require a person reporting any occurrence … which he has reason to believe has been or will be reported by another person …

A person shall not make any report … if he knows or has reason to believe that the report is false in any particular.

… ‘birdstrike occurrence’ means any incident in flight in which the commander of an aircraft has reason to believe that the aircraft has been in collision with one or more than one bird.

1.1.20.12 Wake vortices

Any pilots experiencing wake vortex problems are to report the incident on Form SRG 1423. See AIC P072/2010 ‘Wake Turbulence’

Pilots shall avoid placing their aircraft in a position making them vulnerable to Wake Vortex. Wake vortices, are present behind every aircraft, including helicopters when in forward flight, but are particularly severe when generated by heavy aircraft. They are most hazardous to aircraft with a small wing span (including light helicopters) during the take-off, initial climb, final approach and landing phases of flight. Aeronautical Information Circular (relevant Pink AIC) 'Wake Turbulence' provides detailed information including aircraft weight categories and recommended spacing. General Aviation Safety Sense leaflet 15A Wake Turbulence also provides comprehensive information. It is thought that helicopters can generate more intense vortices than fixed wing aircraft of a similar weight. Pilots must be particularly aware of heavy category aircraft operating from a main runway adjacent to helicopter operating areas. High power engine ground runs also create considerable jet blast. ATC will generally inform pilots of potential wake turbulence and indicate the appropriate spacing minima. When RT density permits they will also inform pilots of engine ground running activity. Where no ATC service is available, pilots should treat heavy category aircraft with extra caution.

1.1.20.13 Foreign Object Debris (“FOD”) Instructors shall ensure that all low level operations are conducted in areas free from any FOD. Instructors and students must also maintain a good lookout for birds and attempt to anticipate their reactions to the helicopter and avoid any birdstrike.

1.1.20.14 In the event that an aircraft is damaged: Aircraft blades are to be tied down securely. All switches selected off. Headsets are to be stored in seat lockers (R22/R44) or boot (B206).

Cockpit is to be left locked.



The aircraft and associated debris is not to be touched by anyone other than the company personnel. In the case of an incident / accident that is to be attended by the Air Accident Investigation Branch (AAIB), nothing is to be disturbed other than rendering the aircraft safe.

1.1.20.15. Night Flying 1.1.20.15.1 Night Flying Limitations 1.1.20.15.1.1 Night instruction may be conducted by the Company for the issue of a night

qualification and for general experience to licence holders and CPL(H) students.

1.1.20.15.1.2 Only those instructors with the appropriate rating and necessary qualification

shall conduct such night instruction.

1.1.20.15.1.3 The aircraft is to be adequately fitted with the equipment required for night flying.

1.1.20.15.1.4 If parachute flares are fitted to the aircraft, students are to be fully briefed, by

their instructor, on the use of and dangers associated with, such pyrotechnics prior to approaching a helicopter so equipped.

1.1.20.15.1.5 Each pilot to carry a serviceable torch.

1.1.20.15.1.6 Pilots shall be aware of the increased danger of deteriorating weather and

thus the increased likelihood of inadvertent cloud entry in the night environment.

1.1.20.15.1.7 The Head of Training is to be informed when night flying is to be conducted.

1.1.20.15.1.8 Night circuit instruction will be conducted at Cambridge, Coventry or other

licenced, night capable airport as requirements dictate. Taxi patterns are to conform to airport procedures such that helicopters are to remain on illuminated taxiways and holding points. Transitions are only to commence from the illuminated runway in use and approaches are only to be made to an illuminated threshold or other part of the runway or illuminated taxiway as approved by ATC and the Head of Training.

1.1.20.15.1.9 Prior to students conducting their first night solo, they are to have

demonstrated an adequate level of competence which is to include their ability to deal with the following at night:

Landing lamp failure Radio failure Electrical failure Go-around procedure Engine failure

1.1.20.15.1.10 Practiced Forced Landings to below 500 feet AGL may only be conducted to

the illuminated runway and the go-around procedure must have been commenced such that the helicopter does not descend below 200 feet AGL.

1.1.20.15.1.12 Landing at off airfield sites at night is strictly prohibited.



1.1.20.15.2 Night Flying Procedures

See Section 3.7 for Night Flying Procedures.



1.1.20.16 Flying Over Water Flying over water is permitted during navigational exercises as necessary. When flying beyond auto-rotational distance from the coast in a single engine helicopter flights must be conducted as follows:-

a) Everyone must, as a minimum wear a lifejacket. In the event of an emergency there will be neither time nor space to put it on.

b) An emergency locator beacon must be carried by the instructor. c) Lifejackets be serviceable and have been tested by a qualified

organisation. d) Lifejackets must not be inflated until aircraft evacuation has taken

place. e) Pilots are, wherever possible to remain in contact with the most

appropriate aeronautical radio station (ATC). f) All occupants must be briefed by an instructor on the ditching

procedure. General Aviation Safety Leaflets: number 17B - Helicopter Airmanship (para 3.12) and leaflet number 21 - Ditching, are invaluable reading.

A Flight plan must be filed when flying over the sea more than 10NM from the UK coastline. Pilots must be aware that the weather over the sea can often be very different from the land, e.g. sea fog and lack of visible horizon.



2 Technical

2.1 Aircraft Descriptive Notes

Technical details of the aircraft used for training can be found in the relevant Pilots Operating Handbook or Flight Manual, which are to be considered as Annexes to this Manual as follows:

Annex Type POH/FM Ref. Revision

A R22 POH Oct 2013

B R44 POH Oct 2013

C B206 FM Oct 2013

2.2 Aircraft Handling

Checklists

2.2.1. Aircraft are to be operated in accordance with the relevant checklist. Company checklists may add to the manufacturer’s Pilot’s Operating Handbook (POH) checklist but may not omit items, in the case of a conflict arising, the POH is to take precedence.

2.2.1.2 Any conflict between the checklist and the Pilot’s Operating Handbook is to be reported to the Head of Training without delay.

2.2.1.3 All pilots are to be in possession of the appropriate checklist for the aircraft type they are flying.

2.2.1.4 Pilots are to comply with the checklist and handling notes, and be aware of any POH supplements, safety bulletins and airworthiness directives applicable to each specific aircraft type flown.

2.2.1.5 The current versions of checklists are available to download from the Members’ section of the Company website www.aeromega.com.

2.3 Limitations

2.3.1 Aircraft are to be operated within the limitations laid down in the Pilot’s Operating Handbook and any relevant national legislation.

2.3.2 Should any limitation be exceeded inadvertently, the fact is to be recorded in the technical log and the Head of Training is to be informed without delay.

2.3.3 If any structural or engine operating limitation is exceeded, the aircraft is to be landed as soon as is practicable and is not to be flown again except with the permission of the Head of Training.

2.4 Maintenance

The Company has maintenance agreements with the Engineering Companies detailed in Appendix 9.

2.4.1 Technical Logs

2.4.1.1 It is the responsibility of all pilots, including trainee pilots on solo training exercises, to check the aircraft technical log prior to engine start in order to establish that the aircraft is serviceable for the proposed flight.

2.4.1.2 The PIC of the aircraft is to sign the ‘Captain’s Acceptance’ certifying that he is satisfied with the pre-flight inspection and fuel/oil states for the intended flight.

http://www.aeromega.com/



2.4.1.3 On completion of the flight, the PIC is responsible for entering the flying time and any un-serviceability. If a solo trainee has any doubts concerning the serviceability of the aircraft then the matter is to be discussed with an instructor.

2.4.1.4 Any defect recorded in the technical log is to be cleared or deferred by a licensed engineer, or other authorised person, prior to the next flight.

2.4.1.5 Care must be taken at all times to ensure that the technical log is completed accurately, legibly and in full.

2.4.1.6 The format of Technical Log pages will be dependent upon the maintenance company selected by helicopter owners. Consequently no fixed format is specified.

2.5 Deferred Defects

2.5.1 Any aircraft defect that seriously hazards flight safety is to be rectified before the aircraft’s next flight.

2.5.2 The decision as to whether a defect seriously hazards flight safety may be taken only by authorised certifying staff as defined in EASA Part M

2.5.3 Rectification of any aircraft or operational defect that does not seriously hazard flight safety may be deferred but it must be rectified as soon as practicable after it is reported and within any time limits specified in the applicable maintenance data.

2.5.4 Any defect not rectified before flight is to be recorded on the Deferred Defect Record kept in the aircraft document folder. Rectification of aircraft defects may be deferred only by authorised certifying staff as defined in EASA Part M. Rectification of operational defects may be deferred by the pilot.

2.5.5 Aircraft defects are considered to be failure or malfunction of, or damage to, an aircraft’s structure, systems and associated equipment that may affect its airworthiness.

2.5.6 Operational defects are considered to be failure or malfunction of aircraft instruments, equipment or systems not required to comply with Schedule 4 and 5 of the Air Navigation Order 2009, as amended.

2.5.7 Deferred defects and the action taken to correct them must also be recorded in the relevant aircraft logbooks

2.6 Emergency procedures

2.6.1 General

2.6.1.1 In case of emergency, the procedures laid down in the relevant checklist are to be followed. Where any conflict is found between the checklist and the Pilot’s Operating Handbook, the latter is to take precedence.

2.6.1.2 Any conflict between the checklist and the Pilot’s Operating Handbook is to be reported to the Head of Training without delay.

2.6.1.3 After suitable training, candidates will be required to deal with any simulated emergencies as announced by their instructor. After 50% of any course is completed, instructors are to brief candidates that they should expect simulated emergency drills at any time. Instructors are to ensure that the flight regime and conditions are suitable to ensure a safe outcome following the required manoeuvres. No more than 3 such simulated emergencies may be included in any one training flight, although more will be necessary during progress check flights. Frequency and timings should be varied to provide a general element of surprise. The instructor will be responsible for ensuring that any action taken will not endanger the aircraft or those on board.



2.7 Radio and radio navigation aids

2.7.1 All aircraft are fitted with VHF radio and basic navigational aids. No aircraft is to fly without at least one VHF radio operational. Standard R/T procedures should be used at all times. In the event of radio failure, pilots should squawk 7600, return to the field. Join using the standard circuit pattern in use, give way to other aircraft and await light signals from the tower. Do not cross an active runway, approach or climb out - Vacate aiming point and shut down – await assistance.

2.8 Allowable deficiencies

2.8.1 Aircraft are to meet the minimum airworthiness requirements at all times and all equipment required by European and national legislation, appropriate to the type of flight intended, is to be fitted and working.

2.9 Aircraft with an established Minimum Equipment List

Under Part-NCO of the Air Operations Regulation an approved Minimum Equipment List is not mandatory for training aircraft.

2.10 Aircraft without an established MEL

For dual instructional flying in aircraft that do not have a minimum equipment list established under the Air Operations Regulation, the component or system listed in column 1 of the following tables may be inoperative prior to the flight commencing, taking account of the environmental conditions indicated in columns 2 and 3, subject to the remarks in column 4.

Allowable Deficiencies – Single-Engine Aircraft

(1) Deficiency Acceptable

(4) Remarks (2) Day (3) Night

Cockpit or cabin lights Torch to be carried at night

Strobes/Flashing beacon

Landing light/Taxi light

Navigation (Position) lights

Cabin heating

RPM Tachometer Provided Governor & Low RPM Warning Horn functioning

Governor Provided RPM tachometer & Low RPM Warning Horn functioning

VSI No solo student flights permitted

Attitude indicator Day VMC only

Magnetic Compass No solo student flights permitted

Direction Indicator Day VMC only

VHF comms Continue to destination only if no requirement for radio at destination

Intercom For non-instructional flights only

Radio navaids/GPS Subject to legal requirement for the flight



Transponder Subject to legal requirement for the flight. No solo flights permitted

Fuel contents gauge

No solo student flights permitted

Visual inspection must be carried out before every flight (Fuel for the planned flight with normal reserves, plus one hour contingency fuel is the minimum departure load)

Oil Pressure Gauge Provided Oil Pressure Light/Oil Temp Gauge serviceable

Oil Temp Gauge Provided Oil Pressure light & gauge serviceable

Cylinder Head Temp Gauge Provided Oil Temp Gauge working



3 Route

3.1 Performance

3.1.1.1 Article 87 of the Air Navigation Order 2009 places on the pilot in command of an aircraft the responsibility to ensure that having regard to the performance of the aircraft in the conditions to be expected on the intended flight, and to any obstructions at the places of departure and intended destination and on the intended route, it is capable of safely taking off, reaching and maintaining a safe height thereafter and making a safe landing at the place of intended destination.

3.1.1.2 Prior to each flight in an ATO aircraft, pilots are to ensure that the calculated performance of the aircraft is sufficient to allow the intended flight profile to be completed.

3.1.1.3 Robinson R22, Robinson R44 and Bell 206 are certificated as Group B. This group covers those aircraft that cannot maintain a 50 ft/min net rate of climb after an engine failure and has implications on the size and location of landing sites and dictates the need to avoid flying over water outside of autorotative range from dry land. In the event of an engine failure the subsequent landing must not result in injury to the crew nor to third parties. This dictates that the aircraft may not fly at night unless it is equipped with the necessary equipment – see Allowable Deficiencies above.

3.1.1.4 The helicopter may not fly in IMC or in VMC on top of cloud.

3.1.2 Take-off

3.1.2.1 Incursions into the avoid curve should be limited to essential training exercises to teach students confined area operations.

3.1.2.2 Appropriate Power checks must be conducted and the appropriate margin calculated before attempting a manoeuvre into the avoid curve or a confined area or limited power detail.

3.1.2.3 Operation from confined areas

● Lookout turns essential

● Perform Power Check to confirming adequate power margin available for the manoeuvre to be attempted.

● Fuel planning to take account of the manoeuvres to be conducted

3.1.2.4 Instructors to be particularly aware of the dangers of turning out of wind and/or hover taxiing downwind, particularly in high ambient temperatures or at high all up weights.

3.1.3 Route

Cruising should be conducted at an appropriate altitude to ensure that the Rules of the Air 5 & 6 are not contravened and that a safe landing may be carried out in the event of a malfunction or emergency.

3.1.4 Landing

3.1.4.1 Operation from confined areas



● Adequate Recce essential

● Perform Power Check and confirm adequate power margin available for the manoeuvre to be attempted.

● Fuel planning to take account of the manoeuvres to be conducted

3.1.4.2 Instructors to be particularly aware of the dangers of turning out of wind and/or hover taxiing downwind, particularly in high ambient temperatures or at high all up weights.

3.2 Flight planning

3.2.1 Fuel

3.2.1.1 The minimum fuel to be carried on any VFR flight shall consist of the following as detailed below) :

Minimum fuel + Start allowance + Route fuel

3.2.1.2.1 Minimum fuel

R22 4 US galls Beta 5 US gals Beta II R44 10.0 US galls B206 10.0 US galls Start allowance R22 0.5 US galls R44 2 US galls B206 2.4 US galls

3.2.1.2.2 Route fuel Calculated as the fuel consumed for the estimated time of flight to the next refuelling point, based on the forecast meteorological conditions.

3.2.1.2.3 Reserve On navigation exercises a reserve must be added to the above fuel figures as per the table below:

Day -Over hospitable terrain 20 minutes flight time plus 10% of route fuel. -Over water or inhospitable terrain 30 minutes flight time plus 10% of route fuel.

Night 30 minutes plus 10% of route fuel NB:

The normal fuel consumption rate is to be used in the above calculations, as per the fuel consumption data table below.

A physical check of fuel contents using the dipstick provided is to be carried out prior to all flights in R22 aircraft. Fuel contents checks must be carried out at regular intervals.

3.2.1.2.4 Fuel Consumption Fuel consumption is to be calculated using the following table



R22 Beta 8 US galls/hr R22 Beta II 9 US galls/hr R44 17 US galls/hr B206 27 US galls/hr Should the minimum fuel states, as above, occur in flight the helicopter shall be landed as soon as possible, in the nearest available landing site. After landing, the aircraft captain is to contact the Head of Training (or his nominated deputy) immediately.

3.2.2 Oil

3.2.2.1 Before starting the engine of an ATO aircraft, the pilot is to ensure that the engine oil level exceeds the minimum stated in the Pilot’s Operating Handbook / Flight Manual.

3.2.3 Minimum Safe Altitude

3.2.3.1 Before departing on a cross-country flight, pilots are to calculate a minimum safe altitude for the intended route: If, during the flight, the weather conditions are such that the minimum safe altitude cannot be maintained in VMC with good ground reference, the flight is to be terminated and the aircraft landed as soon as practicable.

3.2.3.2. The following table contains the Minimum Safe Altitudes for various exercises. It must be emphasised that these are minima and wherever possible operations should be conducted above these limitations to give an extra margin of safety.

Local area and cross country flying: Minimum height: 600 ft agl NB. Notwithstanding the above and Rules of the Air, sorties shall be planned so as not to fly over any obstacle with less than 350’ vertical clearance. Autorotations: Local Area: Entry minimum: 1,000 ft agl Recovery minimum: 500 ft agl Circuit Entry minimum: 500 ft agl Vortex Ring: Entry minimum: 1,500 ft agl Recovery minimum: 500ft agl

3.2.3.3 Hover training can be conducted at the airfield in any conditions at the instructor’s discretion provided that:

ATC are satisfied that training can be conducted safely;

and that,

an adequate visible horizon exists and the screen is sufficiently clear of water droplets to provide visual references. Instructors are to take into account the student’s experience and capabilities to ensure that benefit can be derived from flying in such conditions.



3.2.4 Navigation Equipment

The PIC should ensure that before departure the aircraft’s navigational equipment is checked for serviceability relevant to the lesson plan and that the student ensures that they carry with them the necessary charts and flight planning data.

3.3 Loading

3.3.1 General

3.3.1.1 No ATO aircraft is to take-off at a mass greater than the maximum authorised Take-Off Mass (MTOM). To achieve this it may be necessary to reduce the fuel load carried (with due regard to the fuel required for the flight as detailed in the flight planning requirements at paragraph 3.2 above) or to reduce the payload. In addition, pilots are to ensure that:

(a) The aircraft mass will be below the Maximum Landing Mass (MLM) before the first landing, if applicable;

(b) The crew/passenger/baggage/ballast distribution results in a C of G position within the flight envelope published in the Pilot Operating Handbook/Flight Manual.

3.3.2 Load Sheets

3.3.2.1 It is the responsibility of the PIC to ensure that an aircraft is loaded in such a way as to meet the limitations related to all up weight and centre of gravity detailed in the appropriate flight manual or pilot’s operating handbook. If any doubt exists, a load sheet is to be prepared, in accordance with the relevant Pilot’s Operating Handbook/ Flight Manual, showing longitudinal & Lateral centre of gravity.

3.4 Weather Minima (Flight Instructors)

This section contains the weather maxima or minima advised by the Company. Instructors are to apply more restrictive limits where experience warrants. Instructors and/or students are not to be compelled to fly just because conditions are within these limits. The PIC must still be comfortable that the prevailing conditions are within instructor & students’ capabilities. Any additional limitations specified in the Pilots’ Operating Handbook for the relevant type also apply.

For Dual Flying in the Circuit and Local Area :

Max surface wind 18 kts or gusting above 29kts Minimum visibility 4 kms Min cloudbase 800ft agl

Cross Country Flight Minimum visibility 6 kms Min cloudbase 1200ft agl Low Level Manoeuvres Crosswind/downwind 27 knots Helicopter visible to ATC

3.5 Weather Minima, (PPL Students)

Student Solo, Local Circuits Max constant surface wind 10 kts Max gusts 15 kts



Min visibility 8 km Min Cloudbase 1,000 agl Student Solo, Cross Country Max constant surface wind 15 kts Max gusts Nil Min visibility 10 km Min Cloudbase 1,800 agl

3.6 Training Routes/Areas

Training will be mainly carried out within a radius of 100 miles from Cambridge, providing Controlled Airspace, Prohibited areas and danger areas are avoided or contact made with the relevant ATC provider.

3.6.1 Aerodrome Opening Hours

Day Training at Cambridge will normally take place between the hours of 09:00 to 18:00. Training outside these hours may be arranged subject to airport opening times provided that suitable fire cover is in place.

Night Training will be conducted between the onset of legal night and the airfield closing time. This will vary depending of the time of year.

3.6.2 Parking & Taxiing Procedures

(a) Parking area: Hangar 23 Apron – dual only - unless authorised in writing. Helicopter Grass Parking adjacent to Taxiway Alpha;

(b) Tie-down blades if helicopter parked overnight or forecasts winds exceed 15 knots;

(c) R/T calls are required for start, taxi, runway crossing and departure;

(d) Taxi routes Hangar 23 Apron to Hotel Charlie, or

Non- standard to Hotel Alpha via Taxiway Alpha and between light- aircraft parking and helicopter Grass Parking

(e) Taxi speed: Brisk walking pace unless conditions require otherwise.

3.6.3 Circuit procedures

(a) 700 QFE to South of the airfield

(b) R/T calls required

Ready for Departure Circuit Left / Right

Final H1 / H2 / 23 Grass / 28 Grass

(c) Avoid deviating from published circuit diagram- see Appendices;

(d) No alternative bad weather circuit procedures for helicopters but beware fixed wing circuit may drop to 600 feet QFE;

(e) No more than 2 solo helicopters in the circuit simultaneously;



3.6.4 VFR Circuit Departure

Circuit departure points:

To the North via November - Horningsea Reservoir

To the South via Sierra – Gog Magog Golf Course

To the East via Echo – Tree Plantation near Bottisham

To the West – No Westerly departures permitted due to Congested Area:

Depart via November or Sierra.

3.6.5 Noise Abatement

(a) Avoid flying over local villages (except in accordance with published circuit pattern)

3.6.6 Local Flying Area

(a) Limits of local flying area

Avoid operating within 1 nm of the Stansted CTA and TMZ

Avoid operating within 1 nm of the Lakenheath/Mildenhall MATZ

Avoid operating within 1 nm of the Wyton and Duxford ATZ

(b) Hazards

Nearby Unlicenced airfields

Bourn, Newmarket Race Course, Little Shelford and Main Hall Farm. See Aeronautical Charts.

Duxford Air Displays

The Imperial War Museum at Duxford organises several Air Display weekends every year. Consult NOTAMS to ensure that the area is avoided during such times.

Bottisham Model Flying Club

Pilots are to be aware of the model flying site at Bottisham, approximately 700 metres to the East of point Echo where radio controlled models may be operated up to any altitude. The site is located at N 52° 12’36” E 0° 15’ 57” or TL 548 593. It is shown on the attached plan as a cross hatched area and consists of a rectangular grassed area of approx. 75 square metres. Located at the site is a shipping container, the roof of which has been marked with two fluorescent crosses. Site elevation is 71 feet above mean sea level. Pilots are required to remain below 700 feet QFE between the airfield and point Echo. Generally models operate above the area marked on the attached plan by single hatching up to altitudes 600 feet QFE, but they may well operate above this level on occasions. Since models are not altimeter equipped and accurate heights cannot be guaranteed, pilots should maintain 700 feet QFE and use their best endeavours to avoid overflying the site if it appears to be active. A good indicator of potential activity is the presence of cars at the site and particularly the presence of a windsock. In such situations pilots shall endeavour to:



i) remain North of the A14 until clear of the single hatched area, or ii) route South to avoid overflying the single hatched area. The model flying club’s procedures are that club members will use their best endeavours to conduct general flying below 600 feet QFE and any overflying aircraft must always be avoided. In the event that a club member intends or suspects that their manoeuvres are likely to exceed 600 feet QFE, they should only do so with a nominated observer who will keep a constant lookout and warn of any aircraft entering the vicinity. This observer should also monitor the relevant Cambridge radio frequencies to receive early warning of any potential conflicts. On receiving any such warning, the model must immediately be descended below 400 feet QFE. In the event of any airprox with a model, pilots shall (in addition to any other action required by law) note the exact time and location of the incident and contact the following persons immediately upon landing: Mr Will Newman Bottisham model flying club: Mobile 07831 467539 Capt. Duncan Bickley Aeromega Helicopters: Office 01223 294488 Mobile 07969 990210. NB: Immediate Communication and action is crucial to help identify the aircraft involved and re-brief accordingly.

(c) R/T procedures

Within the ATZ, Full ATC Service on Cambridge Tower Frequency

Outside the ATZ, Full ATC service on Cambridge Approach / Radar Frequency

3.6.7 Standard Cross-country Routes

See Individual Training Manuals

3.6.8 Prohibited and Danger Areas

(a) There are no designated Prohibited or Danger Areas within the immediate vicinity of Cambridge.

(b) Whilst the Lakenheath MATZ may be transited when Lakenheath Radar is closed, it is absolutely forbidden to fly within 1 mile of the Lakenheath ATZ without having obtained permission from the base prior to take-off.

3.6.9 Circuit Rejoin Procedures

(a) R/T calls required

On Rejoin:

Advise Cambridge Approach/Radar with 2 miles to run before Circuit Joining Points. Expect to be switched to Cambridge tower Frequency for Joining Instructions.



(b) Join via a designated joining point November, Sierra or Echo

(c) Proceed to join the helicopter circuit as directed by ATC.

3.6.10 After Flight Procedures

(a) Parking at Helicopter Grass Parking or Hangar 23 Apron (Authorised Pilots only) as operational requirements dictate.

(b) Fuelling

Avgas fuelling is carried out from our own bowser and may only be conducted under the supervision of an instructor.

For Jet A1 or In the event that an Instructor is not available, fuel may be requested from the airport.

(c) Securing the aircraft

Helicopters being left outside the hangar for the night must have their doors locked, covers on and blades tied down.

Hangar should be locked overnight and the fuel bowser must be parked in its bund with the doors and nozzle locked.

All keys must be returned to Ops.

3.7 Night Flying Procedures

3.7.1 Departures and Approaches

Helicopters are only to take off / land and transition to / from a landing zone (LZ) that is adequately illuminated for the purpose. This may include a runway, taxiway, heli-spot, apron or Bardic T. At Cambridge Airport this will be the illuminated threshold of the main runway 23. Helicopters are to taxi via the illuminated taxiways having first gained ATC clearance to do so.

3.7.2 Circuits

Circuits are only to be flown in the 23 left hand pattern and should be integrated with at fixed wing aircraft at 1,000’. Downwind RT calls are to be made each circuit. Circuits using 05 threshold are not permitted due to land clear requirements.

3.7.3 Off Airfield Work

An “Ops Normal” call should be made to ATC every 10 minutes to confirm that aircraft radios are still functioning.

3.7.4 Radio Failure

In the event of a total radio failure, pilots should immediately squawk 7600 but continue listening out for instructions. Pilots should join at one of the designated Helicopter VRP’s giving way to other traffic. Pilots should then fly down the centre line of runway 23 at 1000’ flashing position lights and watching for any light signals from the tower (see below). If no signals are apparent, repeat the manoeuvre. If there are still no signals from the tower,



the pilot should continue to give way to other traffic and then follow the circuit pattern to make an approach to the 23 threshold. The runway should be vacated immediately. Contact the tower by other means for further instructions.

The same procedure should be used for a total electrical failure, modified as necessary.



Personnel Training

4.1 Responsibilities

The Head of Training is responsible for the supervision of all flight instructors and the standardisation of all flight instruction. They are also responsible for maintaining appropriate training records which shall be retained for a minimum of 5 years.

4.2 Initial Training

(a) Initial training given to flight instructors before commencing instructional duties in the ATO.

i. Company organisation, procedures and standardisation

ii. Theoretical knowledge instruction on the aircraft types on which instruction is to be given

iii. ATO documentation (Operations Manual, Training Manual, Organisation Management Manual, etc.)

iv. Maintenance procedures including allowable deficiencies/MEL

v. Theoretical knowledge training programme

vi. Flight training programme (for each type)

vii. Emergency and safety training

viii. Local area familiarisation/standardisation check (only one type necessary)

ix. Theoretical knowledge training programme

x. Completion of the New Instructors Checklist in the SMS Manual

4.3 Refresher Training

(a) Each Instructor will undertake an annual standardisation / refresher training flight with the Head of Training. This may be conducted as a continuation of a flight after the completion of a successful proficiency check but the two components must be clearly separated and must be briefed and conducted separately.

(b) Annual refresher training only needs to be conducted on one type each year. Where practicable, check flights will be rotated through the types on each instructor’s licence.

4.4 Standardisation Training

(a) An annual standardization meeting is to be conducted with all instructors present. The Head of Training will produce an agenda and minutes

4.5 Proficiency Checks

(a) Instructor Proficiency checks are to be conducted by the Head of Training or in exceptional circumstances by another FE designated by the Head of Training.

(b) Copy of the proficiency check forms are held to be held on file and new expiry dates are to be recorded on the Head of Trainings Key Dates whiteboard and an entry made with alerts in the Company computerised diary.

(c) Integration of proficiency checks with refresher/standardisation training. See 4.3 above.



4.6 Upgrading Training

Not Applicable

4.7 ATO Personnel Standards Evaluation

(a) As a very small organization, the Head of Training is constantly in very close contact with all instructors. By acting as Examiner of an instructor’s students in many cases or receiving a debrief from guest examiners, the Head of Training is able to gain a reasonable opinion of the standards of instruction being given. Combined with the annual standardization flights and proficiency check, the Head of Training will identify weaknesses and provide advice on progression.

APPENDICES

1 Cambridge Circuit Plan

2 Cambridge Airfield Plate

3 Initial Instructor Training Form

4 Instructor Standardization Refresher Check Form

5 Training Aircraft Fleet

6 Training Aerodromes

7 Sample Authorised Signatures

8 Flight Authorisation Sheet

9 Part M Maintenance Companies

10 List of Instructors

11 Operational Crew Instructions



Appendix 1 Cambridge Circuit Diagram



Appendix 2 Cambridge Airport Plate



Appendix 3 Initial Instructor Training Form

To be completed before new instructors commencing instructional duties in the ATO.

New Instructor Name……………………….Licence No: GBR.FCL.CP…………………../H

Types on Licence: R22 / R44 / B206 Courses Permitted: PPL / TRT / CPL / FIC

Induction Delivered by:………………………....Position……………………………….

Item Date Received Initials

Company organisation, procedures and standardisation

Theoretical knowledge instruction on each type

Documentation Read: Operations Manual Training Manuals: PPL TRT CPL FIC Organisation Management Manual SMS Manual

Maintenance procedures Allowable deficiencies MEL

Flight training programmes

Emergency and safety training

Local area familiarisation/standardisation check

SMS Manual New Instructors Checklist completed.



Appendix 4 Instructor Standardisation Refresher Check Form

Instructor Name: Capt……………………………………………… Date of check:……………………………………………………… Conducted by Capt:………………………………………………… Aircraft used: G – …………………. Type:…….…………… Flight Time…………………………..

Exercise Selected Profile Checked: F(light ) or V(erbally)

Comments

Upper Air Work

Autorotation

Hover Training

Take –off & Landing

Low Level Manoeuvres

Sloping Ground

Circuits

Emergencies

Summary:………………………………………………………………………….. Signatures: Examiner: ………………………………….Instructor Candidate ……………… Date …………………… ….……………



Appendix 5

Training Aircraft Fleet

The following helicopters may be used for training, providing that they are suitably equipped for the exercise to be conducted:

Type Registration

R22 Beta G-TINK

R22 Beta G-DLDL

R22 Beta G-LYNC

R44 Raven I G-CFCM

R44 Raven II G-WEAT

R44 Raven II G-MARF

B206 G-ONTV

B206 III G-OCFD

Other helicopters may be used as temporary replacements for a period not exceeding 90 days in the event of unserviceability providing they are approved by the Head of Training using the following procedure, pending amendment of this manual.

Procedure for Approval of Helicopters for Use in Training.

Upon having inspected a helicopter intended for temporary use at the ATO, the Head of Training shall conduct an Aircraft Documentation Audit using the form specified in Appendix 5 of the Company Organisation Management Manual. Upon documentation being found to be in order, the Head of Training will make an annotation in the Auditor Comments section of the form authorising that helicopter to be used on the specified training courses, together with any restriction thereon. After which it may be used in accordance with that authorisation. A copy of the signed form is to be retained with this Appendix 5 of the office copy of this Manual.

If the temporary use of the helicopter is to become permanent, a sub-contractor agreement is to be drawn up with the Part M maintenance company responsible and the company added to the list approved maintenance companies. The helicopter shall also be added to the table in this Appendix 5.



Appendix 6 Training Aerodromes: The Company’s base aerodrome is : Cambridge International Airport (EGSC) Newmarket Road, Cambridge, CB5 8RX The following courses are provided: Private Pilot’s Licence (H) Commercial Pilots Licence (H) (Modular) – Flying Only Flight Instructors Course (H) (Restricted) Type rating Courses: R22 R44 B206 The Company will use the following aerodromes for the purpose of land away navigation training for the PPL solo cross country qualifier: Cranfield EGTC Turweston EGBV Peterborough Conington EGSF Sywell EGBK Coventry EGBE Instructors may also use any other licenced aerodrome as necessary. The use of unlicenced sites is necessary for Confined Area Training. Only sites approved by the Head of Training shall be used and instructors are reminded of their responsibility to ensure that adequate safety measures are in place at any proposed location.



Appendix 7

Authorised Signatures

Sample Signatures

Capt. Duncan Bickley………………………………………………….

FCL.CP.317128L.H



APPENDIX 8 FLIGHT AUTHORISATION SHEET

MONTH: NB. By signing this sheet you are confirming that your licence, medical certificate, and ratings are valid for the intended flight and you are in compliance with the necessary currency requirements. DATCON FLIGHT TIME DATE FLIGHT

TYPE A/C REG

PILOT STUDENT / PASSENGER

EXERCISE FROM / TO

AUTH SIG.

PILOT SIG.

START

STOP

TOTAL

TIME UP

TIME DOWN

DUAL SOLO / SFH

CUSTOMER

FLIGHT TYPE CODES: PPL T1: Staff Dual T2: Freelance Dual T3: Solo S Self Fly POSITIONING P1 Staff P2: Hour Builder OTHER CPL: CPL (H) Training FIC Flight Instructor Course TRT Type Rating Training TESTS: E1: Skills Test E2: Type Rating Test E3: Proficiency Check E4: Other



APPENDIX 9 PART M MAINTENANCE COMPANIES The following companies are contracted to provide continuing maintenance of the ATO helicopters in accordance with Part M. R22’s & B206

Helimech Ltd

Brooke Farm

Salford Rd

Hulcote

Bedfordshire

MK17 8BS

Phone: 01525 288418

Fax: 01525 280321

Mobile: 07881558885

R44’s

Sloane Helicopters Ltd

The Business Aviation Centre

Sywell Aerodrome

Sywell

Northants, NN6 0BN

United Kingdom

Phone : +44 (0)1604 790 595

Fax : +44 (0)1604 790 988



APPENDIX 10 List of Instructors The following instructors may conduct training for the courses indicated in the appropriate columns of the table below.

Instructor Authorised to instruction for:

Forename Surname Licence No FIC CPL (H)

PPL (H)

Type Ratings

Duncan D Bickley FCL.GBR.317128L.H Y Y Y Y

Ian W Mills FCL.GBR.431660F.H Y Y Y

Alex R Law FCL.GBR.439882C.H Y Y

Geoffrey Day FCL.GBR.214864R.H Y Y Y Y

John W Spring FCL.GBR.322078H.H Y Y Y

Robert Stilgoe FCL.GBR.475466B.H Y Y

Michael Jupp FCL.GBR.329297E.H Y Y Y

Iain Ruggles -Brise

FCL.GBR.497618E.H Y Y



APPENDIX 11 OPERATIONAL CREW INSTRUCTIONS

OCI NUMBER

OCI 0

ISSUE DATE

EXPIRY DATE (max 6 months)

Summary of Requirement

Manuals Affected:

Ops Manual

TRT Section Ref:

Change Required:

Section Ref: Ops Manual

Change Required: