FOREWORD

PHHL was formed on 15th October 1985 with the prime aim to provide helicopter support services for the oil sector. Additionally, it was also mandated to connect inaccessible and remote areas of North East, Andaman Nicobar and Lakshadweep Islands and to promote Heli - Tourism.

It is imperative that employees are provided with adequate training, guidance and specific instructions to comply with the Operational Policy of the Company in an efficient manner.

PHHL is committed to provide passenger services with utmost safety, customer satisfaction and punctuality. We aim to achieve this task with optimum helicopter utilization by efficient, friendly and a highly motivated professional work force.

Operational Manual is a comprehensive document prepared by the Department of Operations with Air. Cmde. (Retd) Alok Kumar , General Manager (Operations), at the helm of affairs. It has been compiled in accordance with the provisions of regulatory requirements as laid down vide Civil Aviation Requirements , Section 8, Air Craft Operations, Series O, Part IV Issue I dated 17 Jan 2011.

(R. K TYAGI) CHAIRMAN & MANAGING DIRECTOR

15th February 2012

Government of India Office of the Director General of Civil Aviation Technical Centre, Opposite Safdarjung Airport New Delhi-110003

F. No. AV.14015/01/1993-AT-l Dated 19.01.2012

To M/s. Pawan Hans Helicopters Limited, Safdarjung Airport, New Delhi

Subject-Approval of Operations Manual

Sir,

The Operations Manual submitted by your organization has been vetted by concerned Directorates of this office and the same has been found in order. You are advised to keep the manual updated w.r.t. changing rules & regulations and relevant documents.

This is for your information in the matter.

Yours faithfully,

(Ved Prakash) Deputy Director Air Transport -for Director General of Civil Aviation

Page No 1 / 6 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No INSTRUCTION TO THE USER Ammendment Date

INSTRUCTION TO THE USER

To,

It is the responsibility of everyone in the company to be aware of the provisions of the Operations Manual and use them in day-to-day Operations. Suggestions for improving the contents and creating a better outline for PHHL operations are requested just as your compliance with the Manual is expected. If you have any questions on the Manual after reading the contents, please check with the General Manager of the respective region or DGM (OPS) CO. This copy of the Manual is for use as member of the Pawan Hans. Its contents are confidential and should not be revealed to any unauthorized person. A signed acknowledgment will be kept on record.

-Sd -

GENERAL MANAGER (OPS) CO Page No 2 / 6 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No INSTRUCTION TO THE USER Ammendment Date

ACKNOWLEDGEMENT

I have received the Operations Manual and underline to study and comply with the provisions therein.

NAME:

SIGNATURE:

DATE:

ACKNOWLEDGEMENT

I have received the Operations Manual and undertake to study and comply with the provisions therein.

NAME:

SIGNATURE:

DATE: Page No 3 / 6 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No INSTRUCTION TO THE USER Ammendment Date

COPY NO HOLDER 1 MASTER COPY 2 TO 5 DGCA, HEADQUARTERS, NEW DELHI 6 DAS, NEW DELHI 7 DAS, MUMBAI 8 CHAIRMAN & MANAGING DIRECTOR 9 GENERAL MANAGER (OPS) CO 9A ED 9B GM ENGINEERING 9C GM FLIGHT SAFETY 10 GENERAL MANAGER, WR 11 GENERAL MANAGER, NR 12 DY GENERAL MANAGER (OPS), WR 13 DY GENERAL MANAGER (OPS), NR 14 DY GENERAL MANAGER (AS), WR 15 DY GENERAL MANAGER (AS), NR 16 DY GENERAL MANAGER (TRAINING), NR 17 DY GENERAL MANAGER (TRAINING), WR 18 DY GENERAL MANAGER (ENGG/QC), WR 19 DY GENERAL MANAGER (ENGG/QC), NR 20 TRAINING SCHOOL 21 LIBRARY, WR 22 LIBRARY, NR 23-103 ALL HELICOPTERS ON NSOP, BASES AND HELICOPTERS ON O & M 104-120 SPARE COPIES AT CO 121-130 SPARE COPIES AT WR 131-140 SPARE COPIES AT NR Page No 4 / 6 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No INSTRUCTION TO THE USER Ammendment Date

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AMENDMENT AMENDMENT No DATE INSERTED NO DATE INSERTED BY (Sign& On BY (Sign & On Name) Name) Page No 6 / 6 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No INSTRUCTION TO THE USER Ammendment Date

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CHAPTER SUBJECT NO 0 ADMINSTRATION AND CONTROL OF OPERATION MANUAL 1 RESPONSIBILTY OF OPERATIONS PERSONNEL 2 FLIGHT & DUTY TIME LIMITATION (FDTL) FLIGHT CREW MEMBER 3 NAVIGATION EQUIPMENT TO BE CARRIED 4 CIRCUMSTANCES FOR MAINTAINING LISTENING WATCH 5 MINIMUM FLIGHT ALTITUDE 6 HELIPORT/ HELIPAD / AIRPORT OPERATING MINIMA 7 REFUELING WITH PASSENGERS ON BOARD/ROTORS RUNNING 8 GROUND HANDLING 9 ACTION BY PILOTS-IN-COMMAND OBSERVING AN ACCIDENT 10 FLIGHT CREW FOR EACH TYPE OF OPERATION AND SUCCESSION OF COMMAND 11 COMPUTATION OF FUEL AND OIL 12 USE OF OXYGEN 13 MASS AND BALANCE 14 DE-ICING AND ANTI –ICING OPERATIONS 15 MULTI SECTOR LOG CARDS 16 STANDARD OPERATING PROCEDURES 17 USE OF CHECK LISTS 18 DEPARTURE CONTINGENCY PROCEDURES AND NOISE ABATEMENT 19 MAINTENANCE OF ALTITUDE AWARNESS 20 CLARIFICATION AND ACCEPTANCE OF ATC CLEARANCE 21 DEPARTURE AND APPROACH BRIEFING. Page No 2 / 26 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No INDEX Ammendment Date

22 ROUTE AND DESTINATION FAMILIARIZATION 23 COMMENCEMENT AND CONTINUATION OF INSTRUMENT APPROACH 24 CONDUCT OF PRECISION AND NON-PRECISION APPROACHES 25 ALLOCATION OF CREW DUTIES 26 INTERCEPTION OF CIVIL AIRCRAFT 27 ACCIDENT PREVENTATION AND FLIGHT SAFETY PROGRAMMES 28 CARRIAGE OF DANGEROUS GOODS 29 SECURITY INSTRUCTIONS AND GUIDANCE 30 SEARCH PROCEDURE 31 RULES OF THE AIR 32 OFF-SHORE OPERATION 33 HELIPADS AND LANDING AREA REQUIREMENTS 34 MOUNTAIN AND HIGH ALTITUDE FLYING 35 AERIAL PHOTOGRAPHY / FILMING/ POWER LINE PETROLLING 36 SEARCH AND RESCUE (SAR) 37 ABNORMAL AND EMERGENCY PROCEDURES 38 AIRCRAFT OPERATING INFORMATION & LIMITATIONS 39 CHECK LIST, FLYING PROCEDURE & STANDARD OPERATING PROCEDURES Page No 3 / 26 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No INDEX Ammendment Date

PARA WISE INDEX

Para Description 0.1 Introduction 0.2 Requirement of an Operations Manual 0.3 Manuals For PHHL Operations 0.4 Volume I 0.5 Volume II Training Manual 0.6 Volume III Flight Safety Manual 0.7 Supplementary Documents 0.8 Availability 0.9 Authority 0.10 Pilots Emergency Authority 0.11 Controls of Operation Manual 0.12 Amendments 0.13 Definitions 0.13.1 Air Operators Certificate 0.13.2 Aircraft Operating Manual 0.13.3 Alternative heliport 0.13.4 Approach and landing – phase helicopters 0.13.5 Cabin crew member 0.13.6 Category A rotorcraft 0.13.7 Commercial air transport Operation 0.13.8 Congested area 0.13.9 Crewmember 0.13.10 Decision Altitude (DA) Decision height (DH) 0.13.11 Defined point after take-off 0.13.12 Defined point before landing. 0.13.13 Elevate heliport Page No 4 / 26 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No INDEX Ammendment Date

0.13.14 En-route phase 0.13.15 Final approach and take-off (FATO) 0.13.16 Flight Duty Period 0.13.17 Flight Time 0.13.18 General Aviation Operation 0.13.19 Helideck 0.13.20 Heliport 0.13.21 Heliport operating minima 0.13.22 Human Factor Principles 0.13.23 Human Performance 0.13.24 Instrument Metrological Condition (IMC) 0.13.25 Landing Decision Point (LDP) 0.13.26 Minimum Descent Point (MDA) 0.13.27 Obstacles Clearance Altitude (OCA) or Obstacles Clearance Height (OCH) 0.13.28 Operational control 0.13.29 Operational Flight Plan 0.13.30 Operational Manual 0.13.31 Operator 0.13.32 Performance Class I helicopters 0.13.33 Performance Class II helicopters 0.13.34 Performance Class III helicopters 0.13.35 Psychoactive Substances. 0.13.36 Required Navigation Performance (RNP) 0.13.37 Rest Period 0.13.38 Runway Visual Range 0.13.39 Safe Forced Landing 0.13.40 Take off and Initial Climb Phase 0.13.41 Take-off Decision Point (TDP) Page No 5 / 26 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No INDEX Ammendment Date

0.13.42 Visual Metrological Condition 0.13.43 Vtoss Organization, Duties and Responsibilities 1.1 Introduction 1.1.1 Objective 1.1.2 Knowledge 1.1.3 Nominated Post Holders 1.1.4 Area and Bases of Operations 1.1.5 Northern Region 1.1.6 Western Region 1.1.7 Category and Class of Aircraft 1.2 Organization Structure 1.2.1 Responsibilities and Duties of Operational Management Personnel 1.2.2. Function of Chairman & Managing Director 1.2.3 Function of GM (Operations) CO 1.2.4 Function of Dy. General Manager (Operations) CO 1.2.5 Function of General Manager Region 1.2.6 Function of Dy. General Manager (Ops) Region 1.2.7 Function of Dy. General Manager (Co-coordinator) WR 1.2.8 Deputy General Manager (Air-Safety) 1.2.9 Dy. General Manager (Trg) Regional Training Manager 1.2.10 Function of Examiner 1.2.11 Base Manager 1.2.12 Operational Staff Responsibilities 1.2.13 Pre-Flight Duties 1.2.14 Post Flight Duties 1.3 Pilot in Command 1.3.1 Position in the Organization Page No 6 / 26 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No INDEX Ammendment Date

1.3.2 Designated Command 1.3.3 Pilot in Command 1.3.4 Authority of Pilot-in-Command 1.3.5 Authority of Boarding 1.3.6 Carriage of Intoxicated Passengers 1.3.7 Carriage of Persons Suffering from Epilepsy/Mental Disorders 1.3.8 Pilot’s Emergency Authority 1.3.9 Succession of Command 1.3.10 Duties and Responsibilities of Pilot-in-Command 1.3.11 Flight Preparation 1.3.12 Pre-Flight Duties 1.3.13 In-Flight Duties 1.3.14 Post Flight Duties 1.4 Co-pilot 1.4.1 General 1.4.2 Flight Preparation 1.4.3 Flight Execution 1.5 Duties and Responsibilities of Flight Engineer 1.6 Duties and responsibilities of Cabin Crew 1.6.1 General Duties and Obligations 1.6.2 Crew Advocacy 1.7 Operational Control and Supervision 1.7.1 General 1.7.2 Promulgation of Additional Operational Instruction and Information 1.7.3 Accident Prevention and Flight Safety Program 1.7.4 Operational Control 1.7.5 Flight With Invalid Certificate of Airworthiness Page No 7 / 26 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No INDEX Ammendment Date

1.7.6 Flight After an Incident/ Accident 1.7.7 Flight Following 1.7.8 Powers of the Authority 1.7.9 General Instruction of Aircrew 1.7.10 Reporting for Duty 1.8 Food Consumption 1.8.1 Prior to Flight 1.8.2 During Flight 1.9 First-Aid kit 1.10 Operations of Aircraft of other Organization 1.11 Smoking 1.12 Carriage of Personnel on Training Flights 1.13 Aircrew Stations/Use of Safety Harness: (Lap & Shoulder Straps) 1.14 Photographic Flights 1.15 Dropping of Articles 1.16 Special Operations 1.17 Disaster Management Operations 1.18 Operations In Support Of Police/ Para-military Forces 1.19 Starting of Helicopter 1.20 Press Statements 1.21 Administrative Land Line Communication 1.22 Organization Chart FLIGHT AND DUTY TIME LIMITATIONS 2.1 Requirement of Rules 2.2 Introduction 2.2.1 Definitions 2.3 Applicability 2.3.1 Flight Duty Time 2.3.2 Maximum Flight Time 2.3.3 Maximum Landings Page No 8 / 26 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No INDEX Ammendment Date

2.3.4 6/3 ON/OFF Schedule NAVIGATION EQUIPMENT TO BE CARRIED 3.1 Navigation Equipment CIRCUMSTANCES FOR MAINTAINING LISTENINIG WATCH 4.1 Maintenance of Radio Listening Watch 4.2 Emergency Frequency 4.3 Categories of Messages/Order of Priority 4.4 Word Spelling 4.5 Corrections of Repetitions MINIMUM FLIGHT ALTITUDE 5.1 Minimum Heights 5.1.1 Minimum Flight Altitude 5.1.2 Minimum Cruising Levels : VFR Flights 5.1.3 Minimum En- route IFR Altitude (MEA) 5.1.4 Minimum obstruction Clearance Altitude (MOCA) 5.1.5 Minimum Off-Route Altitude (MORA) 5.1.6 Grid Minimum Off-Route Altitude (Grid MORA) 5.1.7 Minimum Reception Altitude 5.1.8 Minimum Safe Altitude (MSA) 5.1.9 Operations Altitude 5.1.10 Allowance for Wind Speed 5.1.11 Allowance for Temperature Deviation 5.1.12 Take-off 5.1.13 Take-off Alternate 5.1.14 In-flight Procedures 5.1.15 Instrument Approach to land Procedure 5.1.16 Decent below MDA/DA 5.1.17 Prohibition of landing below Minima 5.1.18 Operations Control Page No 9 / 26 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No INDEX Ammendment Date

HELIPORT/ HELIPAD / AIRPORT OPERATING MINIMA 6.1 General 6.2 Crew Requirements 6.3 Aerodrome/Heliport Requirements 6.3.1 Aerodrome Operating Minima 6.3.2 Aerodrome operating minima for operators who have not established their minima for aerodrome in India 6.3.3 Authorization of Special VFR Flights 6.3.4 Method of Determining Aerodrome / Heliport Operating Minima 6.3.5 The means used to determine and report meteorological conditions 6.4 Surface-Level heliport 6.4.1 Dimensions of FATO 6.4.2 Slope of FATO 6.4.3 Surface Area of FATO 6.4.4 Touch Down and Lift Off Areas 6.5 Safety Areas 6.5.1 Safety Area FATO 6.6 Helidecks REFUELING WITH PASSENGER ON BOARD/ROTORS RUNNING 7.1 Refueling with Passenger on Board 7.2 Handling of Emergency 7.3 Other Instructions GROUND HANDLING 8.1 Passenger Handling 8.2 Passengers Embarking or Disembarking with Rotor Turning 8.2.1 Children/infants, sick passengers with reduced mobility. 8.2.2 Permissible Size and Weight of Hand Baggage. Page No 10 / 26 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No INDEX Ammendment Date

8.2.3 Servicing of Helicopters 8.2.4 Passenger Briefing 8.2.5 Safe Approach/Departure Routes 8.2.6 Authority to Embark 8.2.7 Wearing of Seat Belts 8.2.8 Seat Belt/ No Smoking Notice 8.2.9 Operations on helicopters doors & baggage compartment 8.3 Stowage of Baggage and Freight 8.3.1 Position and Operation of Emergency exits 8.3.2 Safety Equipment 8.3.3 Life jackets an d associated of Emergency exits 8.4 Communication with passengers during Flights 8.5 Fuelling 8.5.1 Fuel Uplift 8.6 Aircraft Loading 8.6.1 Multiple Occupancy of Helicopter seats 8.6.2 Actual Weights 8.6.3 Loading and Responsibilities of Pilot-in-Commands 8.6.4 Load and Trim Sheet 8.6.5 General Loading Instructions 8.6.6 Special Load Notification 8.6.7 Dangerous Goods 8.6.8 Special services required offshore ACTION BY PILOT-IN-COMMANDS OBSERVING AN ACCIDENT 9.1 Procedures for Pilot-in-Command Observing an Accident 9.2 Procedure for Pilot-in-Command Intercepting a Distress Transmission Page No 11 / 26 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No INDEX Ammendment Date

FLIGHT CREW FOR EACH TYPE OF OPERATION AND SUCESSION OF COMMAND 10.1 General 10.1.1 Minimum Flight Crew Requirements 10.1.2 Designation of Pilot-in-Command 10.1.3 Succession of Command 10.2 Assignment of Crew for a Flight/Detachment 10.3 Flying more than one type of helicopter 10.4 Crew Qualification Requirement 10.4.1 Licence Requirement 10.4.2 Instrument Rating 10.4.3 Proficiency Check 10.4.4 Route and Helipad/ Heliport Qualification 10.5 Recent Experience 10.5.1 Alcohol and Other Sedatives/Stimulants 10.5.2 Flight crew should therefore observes the following strictly 10.6 Health requirements 10.6.1 General 10.6.2 Visual Correction 10.6.3 Malaria 10.6.4 Digestive Tract Medication 10.6.5 Sedatives, Sleeping Pills, Tranquilizers 10.6.6 Blood Donation 10.6.7 Vaccination 10.6.8 Pre-Flight Medical 10.7 Maintenance of Rating and Licences 10.8 Suspension of Privileges of Licences 10.8.1 Log Book Page No 12 / 26 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No INDEX Ammendment Date

10.8.2 Training and Route Checks: Flight Crew COMPUTATION OF FUEL AND OIL 11.1 Fuel Requirements 11.1.1 Minimum Fuel Requirements for Helicopter operations 11.1.2 For VFR (Visual Flight Rules) Helicopter operations 11.1.3 For IFR (Instrument Flight Rules) Helicopter operations 11.2 Extra Fuel 11.3 Fuel Monitoring 11.4 Oil USE OF OXYGEN 12.1 Use of Oxygen 12.2 Oxygen Supply MASS & BALANCE 13.1 Importance of Mass & Balance 13.2 Standard Weights DE-ICING AND ANTI-ICING 14.1 De-icing and Anti-icing 14.2 Flight in snow and icing conditions MULTISECTOR LOG CARDS 15.1 Operation flight plan STANDARD OPERATING PROCEDURES 16.1 Flight Preparation 16.2 Operations Office 16.2.1 Responsibilities of Office 16.2.2 Operator Produced Information 16.3 ATC Flight Plan 16.4 Journey Log Book 16.5 List of Documents to be Carried Page No 13 / 26 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No INDEX Ammendment Date

16.6 Minimum Equipment list and configuration Deviation List (car section 2 series “B”, part and series “O” part IV refers) 16.6.1 Purpose 16.6.2 Policy 16.7 Minimum Flight Altitudes 16.8 Point of No Return and Critical Point 16.9 Flight Procedures 16.9.1 Type of flights 16.10 IFR Flights 16.10.1 General 16.10.2 Minimas 16.11 Continuance of Flight 16.12 Alternate Heliports / Helipads 16.13 Interpretation of Meteorological Information 16.14 Mass and Balance Control 16.15 Inflight Procedures 16.16 Altimeter Setting 16.17 Adverse & Potentially Hazardous Atmospheric Conditions 16.18 Emergency Procedure 16.19 Inadvertent IMC 16.20 Pilot incapacitation 16.21 Visual illusions 16.22 Non Revenue Flights 16.22.1 Training Flights 16.22.2 Maintenance Flights 16.22.3 Ferry Flights 16.23 Special Operations Page No 14 / 26 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No INDEX Ammendment Date

16.23.1 Off-Shore Operations 16.23.2 Mountain operations 16.23.3 Aerial operations 16.24 Ground Handling USE OF CHECKLIST 17.1 Check list 17.1.1 Single Pilot Checklist Procedures 17.1.2 Two-Pilot Checklist Procedures 17.2 Procedures 17.2.1 Pre-flight Exterior Checks. 17.2.2 Pre Start/ Shut Down Checks 17.2.3 Emergency Check Lists DEPARTURE CONTINGENCY PROCEDURES AND NOISE ABATEMENT 18.1 Adherence to Departure 18.2 Noise Abatement Procedure MAINTENANCE OF ALTITUDE AWARENESS 19.1 Maintenance and Altitude Awareness 19.2 Approach and landing 19.3 Radalt warning 19.4 Contingency Planning ACCEPTANCE OF ATC CLEARANCE 20.1 Acceptance and Clarification of ATC Clearance 20.1.1 Crew Responsibility for Terrain Clearance DEPARTURE AND APPROACH BRIEFING 21.1 Standard Briefing 21.1.1 Onshore Departure Briefing (Example) 21.1.2 Instrument Approach Briefing (May be given by either Pilot) 21.1.3 Off-Shore Landing Briefing (Example) Page No 15 / 26 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No INDEX Ammendment Date

21.1.4 Off-Shore Take-Off Briefing (Example) 21.1.5 On-Shore Landing Briefing (Example) ROUTE AND DESTINATION FAMILIARIZATION 22.1 Route /Role Area competency 22.1.1 Offshore 22.1.2 Onshore COMMENCEMENT AND CONTINUATION OF INSTRUMENT APPROACH 23.1 Continuance of Flight 23.2 Stabilized Approach CONDUCT OF PRECISION AND NON-APPROACH PRECISION 24.1 Determination of Aerodrome/Heliport operating Minima for IFR Operation 24.1.1 Weather Minima for IFR Operations General 24.1.2 Night Operations Lighting 24.2 Planning Minima 24.2.1 Take-off Alternates 24.2.2 Take-off Required visibility /RVR 24.2.3 IFR Planning Acceptable Routes 24.2.4 Planning Minima for Destination and Destination alternates 24.2.5 Alternate Requirements 24.3 Operational Minima-Instrument Approach 24.3.1 System approach Minima for Destination Aerodrome/ Heliport 24.4 Non-Precision approach 24.4.1 Descending Below MDA/MDH During Non-precision approach 24.5 Category I precision approach Page No 16 / 26 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No INDEX Ammendment Date

ALLOCATION OF CREW DUTIES 25.1 Cruise 25.1.1 Separation 25.1.2 Fuel Checks 25.1.3 Keeping Terrain Clearance 25.1.4 Radar Assistance 25.1.5 Instrument Monitoring 25.2 Descent 25.2.1 General 25.2.2 Descent Procedures 25.3 Holding 25.4 Approach 25.5 Terrain Clearance 25.6 ILS Approach Procedure 25.7 VFR Approach 25.8 Instrument Approach 25.9 Non-Precision Approach procedure 25.9.1 Visual Approach and circling 25.9.2 Missed Approach 25.10 Normal Landing INTERCEPTION OF CIVIL AIRCRAFT 26.1 Action by Intercepted Aircraft 26.1.1 Radio Communication during Interception 26.1.2 Signals for use in the event of Interception. ACCIDENT PREVENTION AND FLIGHT SAFETY PROGRAMME 27.1 Introduction 27.2 Accident Prevention Program 27.3 Flight safety Policy 27.4 Incident Reporting and Investigation Page No 17 / 26 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No INDEX Ammendment Date

27.5 Serious Incident 27.6 Regulatory Requirement 27.7 Reporting of Incidents 27.8 Contents of Notification 27.9 Investigation Methodology 27.10 Investigation Appendix-A Appendix-B Appendix-C CARRIAGE OF DANGEROUS GOODS 28.1 General 28.2 Categories of Dangerous Goods 28.3 Actions in Emergency 28.4 Reporting of Dangerous Good Accidents / Incidents 28.5 Procedure To be Followed When Dealing With DG SECURITY INSTRUCTIONS AND GUIDANCE 29.1 Objectives & Functions 29.1.1 Threats and Implementations 29.2. Security Controls of Passengers 29.2.1 Embarkation Screening 29.2.2 Departure Sterile Area. 29.2.3 Security in connection with VIP Flights 29.2.4 Security Screening of Prisoners Deportees or Inadmissible Persons 29.2.5 Security Screening of ILL or Disabled passengers 29.2.6 Passenger refusing to submit to Security Screening 29.2.7 Movement of Passengers from Sterile Area/ Terminal Building to Departing Aircraft 29.2.8 Registered Baggage Page No 18 / 26 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No INDEX Ammendment Date

29.2.9 Security of Unaccompanied Baggage, Mail Cargo 29.2.10 Boarding Pass 29.2.11 Transit Passes 29.2.12 Handling of Passengers 29.2.13 Identity Cards 29.2.14 Verification of Antecedents of Casual Loaders/ Employees 29.2.15 Maintenance Section 29.2.16 Flight Operations 29.2.17 Aircraft Security 29.2.18 Pre-flight Security 29.2.19 Fire Arms and Weapons 29.2.20 Conditions for Carriage of Arms Explosive Etc 29.2.21 Carriage of Security Removed Items 29.2.22 Measures to be taken 29.2.23 Measures concerning Bomb warning on Board Aircraft 29.2.24 Characteristic Bomb Warning 29.2.25 Basic procedures if the Aircraft is on the RAMP. 29.2.26 Basic procedures if the Aircraft is Taxing. 29.2.27 Basic procedures if the Aircraft is in flight. 29.2.28 Bomb Scare inspection Certificate. SEARCH PROCEDURE 30.1 Bomb Threat Checks RULES OF THE AIR 31.1 Application of the Rules of the Air 31.2 Compliance with the Rules of the Air 31.3 Responsibility for Compliance with Rules Of The Air 31.3.1 Responsibility of Pilot-in-Command 31.3.2 Pre-Flight Action Page No 19 / 26 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No INDEX Ammendment Date

31.4 Authority of Pilot-in-Command of an Aircraft 31.5 Use of Intoxicating Liquor, Narcotics or Drug 31.6 Negligent and Reckless Operations of Aircraft 31.7 Minimum Height 31.8 Cruising Levels 31.9 Dropping or Spraying 31.10 Towing 31.11 Parachute Descent 31.12 Acrobatic Flight 31.13 Prohibited Area and Restricted Area 31.14 Avoidance of Collision 31.14.1 Proximity 31.14.2 Right of way 31.14.2.1 Approaching head-on 31.14.2.2 Converging 31.14.2.3 Over taking 31.14.2.4 Landing 31.14.2.5 Emergency Landing 31.14.2.6 Take-off 31.14.2.7 Surface movement of aircraft 31.15 Lights to be displayed by aircraft 31.16 Simulated Instrument Flights 31.17 Operation on and in the vicinity of an aerodrome 31.18 Flight Plans 31.18.1 Submission of a Flight Plan 31.18.2 Contents of Flight Plan 31.18.3 Completion of a Flight Plan 31.18.4 Change to Flight Plan 31.18.5 Closing a Flight Plan Page No 20 / 26 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No INDEX Ammendment Date

31.18.6 Time 31.18.7 Air Traffic Control Clearance 31.18.8 Adherence To Flight Plan 31.18.9 Position Report 31.19 Termination of Control 31.20 Radio listening watch 31.21 Visual Flight Rules 31.22. Instrument Flight Rules 31.22.1 Aircraft Equipment 31.23 Minimum Levels 31.24 Change from IFR Flight VFR Flight 31.25 Rules Applicable to IFR Flight within Controlled Airspace 31.26 Rules Applicable to IFR Flight Outside Controlled Air Space 31.27 Communication 31.28 Position Report 31.29 Distress and Urgency Signals 31.29.1 Distress Signals 31.29.2 Urgency Signals 31.30 Visual Signals used to warn an unauthorized aircraft flying in, or about to enter a restricted, prohibited or danger area 31.31 Marshalling Signals 31.31.1 From A Signalman to an Aircraft 31.31.2 From the Pilot of an Aircraft to a Signalman 31.31.3 Brakes 31.31.4 Chocks 31.31.5 Ready to Start Engines 31.33 Signals For Aerodrome Traffic Page No 21 / 26 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No INDEX Ammendment Date

31.33.1 Light And Pyrotechnic Signals 31.34 Prohibition of Landing 31.35 Need for Special Precautions while Approaching or Landing 31.36 Use of Runways and Taxiways 31.37 Closed Runways or Taxiways 31.38 Directions for Landing or Take-off 31.39 Right Hand Traffic 31.40 Air Traffic Service Reporting Office 31.41 Glider Flights in Operations OFF-SHORE OPERATIONS 32.1 Carriage of Additional Equipment and Fitment 32.2 Passenger Briefing 32.3 Wearing of Life Jackets 32.4 Performance and Emergencies 32.5 Standard Operating Procedure 32.6 Fuel Planning 32.7 Navigation Facilities 32.8 Selection of Alternate 32.9 Night Operations 32.10 Off-Shore Installations 32.11 Flights Deck Criteria 32.12 Flight Deck Obstructions 32.13 Flight Deck Marking 32.14 Flight Deck Lighting 32.15 Flight Deck wind Indicator 32.16 Flight Deck Strength Requirements 32.17 Flight Deck Surface 32.18 Tie Down points Page No 22 / 26 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No INDEX Ammendment Date

32.19 Flight Deck Positioning 32.20 Gas Turbine Hazards 32.21 Flight Deck Crash and Fire Fighting Equipment 32.22 Responsibilities during Rotors Running turn rounds: Normal & Rotor Running Turn rounds 32.23 Unloading / Loading Sequence 32.23.1 After Arrival of Aircraft 32.24 Pilot / HLO visual Signals 32.25 Aircraft start-up Procedure when shut down on Off- Shore locations 32.26 Weighting Equipments 32.27 Fire Hazards- Shutdowns 32.28 Operations to unstable Helidecks 32.29 Drilling Rig Moves 32.30 Sulphidation in Turbine Engines 32.31 Offshore Installations Data Sheet. 32.32 Landing Clearance 32.33 Shutdown on Offshore Installation 32.34 Flare Stacks 32.35 Offshore Operations Technique 32.36.1 Rig Landing 32.36.2 Rig Take-off 32.36.3 Missed Approach procedures 32.36.4 Landing on Board Large Vessels 32.37 Definitions 32.38 Planning 32.39 Landing 32.40 Take-off 32.41 Night Offshore Take-off Procedures Page No 23 / 26 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No INDEX Ammendment Date

32.42 Aircraft Ditching Procedures 32.42.1 Ditching Procedure Review 32.42.2 Plain Water Landing 32.42.3 Prepare Cockpit 32.42.4 Ditching 32.42.5 Wind Speed and Direction 32.42.6 Conditions of Sea 32.42.7 Swell 32.42.8 Waves 32.42.9 Choice of Landing Direction 32.42.10 Technique for Alighting in 32.42.11 Entering the Life Raft 32.43 Survival at Sea 32.44 Signaling 32.45 Water 32.46 Food 32.47 Fishing 32.48 Keeping Warm 32.49 Keeping Cool 32.50 Medical Care 32.51 HUET Training HELIPAD AND LANDING AREA REQUIREMENTS 33.1 Unlicensed Landing Sites 33.1.1 General 33.1.2 Captain Discretion 33.1.3 Confined Area 33.1.4 Operating Guidance 33.2 Requirements of a Helipad 33.2.1 Introduction Page No 24 / 26 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No INDEX Ammendment Date

33.2.2 Requirements MOUNTAIN AND HIGH ALTITUDE FLYING 34.1 General 34.2 Effect of Controls 34.3 Air Speed 34.4 Density/Pressure Altitude 34.5 Physiological effect of High Altitude Flying 34.6 Use of Oxygen 34.7 Engine Shut Down 34.8 Safe Routes and Height 34.9 Weather 34.10 Altimeter Settings 34.11 Mountain Waves 34.12 Turbulence 34.13 Selection of Landing Site. 34.14 Training Requirements Mountains/High Altitude Flying 34.15 Approaches to Land 34.16 Takeoff 34.17 Snow Area Operations 34.17.1 Handling Techniques AERIAL PHOTOGRAPHY/FILMING/POWER LINE PATROLLING 35.1 Aerial Photography/Filming 35.1.1 Use of Co-Pilot’s Seat 35.1.2 Doors opened or Removed 35.1.3 Passengers 35.1.4 Personnel Safety 35.1.5 Equipment Safety 35.1.6 Communications 35.1.7 Authorization Page No 25 / 26 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No INDEX Ammendment Date

35.1.8 Special Filming Seat/Mounts 35.1.9 Briefing 35.1.9.1 Safety Harness/Seat belts 35.1.9.2 Flight Conduct SEARCH AND RESCUE (SAR) 36.1 Introduction ABNORMAL AND EMERGENCY PROCEDURES 37.1 Distress / Emergency Actions 37.2 Other Aircraft in distress 37.3 Intercepting Distressed Aircraft 37.4 Distress Message 37.5 Communication failure 37.5.1 General Procedure (ICAO) 37.5.2 If two-way communication fails 37.5.3 VFR Conditions 37.5.4 IFR Conditions 37.5.5 Level Clearance Limit 37.5.6 Holding 37.5.7 Receiver Failure 37.5.8 Blind Transmissions 37.5.9 HF Failure AIRCRAFT OPERATING INFORMATION & LIMITATIONS 38 Aircraft operating information & limitations CHECK LIST, FLYING PROCEDURE & STANDARD OPERATING PROCEDURES 39 Check list, flying procedure & standard operating procedures 39.1 Check List 39.2 Normal Procedures 39.3 Emergency Procedures 39.4 Standard Operating Procedure 39.5 SOP For Off Shore Operations Page No 26 / 26 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No INDEX Ammendment Date

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ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL

0.1 INTRODUCTION : This Operations Manual has been complied and issued in conformity with rules 140 B and 140 C of Indian Aircraft Rules, 1937 and CAR Section 8, Aircraft Operations, Series “0”, Part IV, Issue I, dated 17 Jan 2011and as amended from time to time.

It lays down the guidelines for conduct of Company operations in terms of DGCA issued NSOP No. 2/98.

All Company helicopters shall be operated in the manner prescribed herein and all Limitation and instructions shall be strictly adhered to. All

staff associated with flying operations including Pilots, Crew Members and Ground Staff responsible for safe operations will read the Operations Manual and will at all times ensure that they are knowledgeable of the contents and amendments which will be included from time to time.

Maintenance of the Helicopters shall be carried out by the Engineering Department of PHHL as per the DGCA approved Quality Control and Maintenance System Manual.

Nothing in this Manual shall be taken to preclude any flight being undertaken for the express purpose of saving life, provided that the Captain has given due consideration to the implications and wisdom of such flight, should it require any erosion of safety margins.

The GM, Region, is responsible for the operation standards of the company and therefore the administration of this Operations Manual, including issue of amendments.

The Operations Manual is based as per the requirements of sub rule 1 of rule 140 B of the Aircraft Rules 1937. It is the basic document governing PHHL Flight Operations. The Page No 2 / 14 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ADMINISTRATION AND CONTROL OF CHAPTER 0 Ammendment OPERATIONS MANUAL AND DEFINITIONS Date

Operations Manual has been prepared in accordance with the relevant provisions of the Indian Aircraft Rules 1937 and contains in addition National Rules and Regulations and also Company policies, regulations and procedures as well as relevant ICAO DOC 9376-AN/914 for standards and procedures for Air Navigation Service.

In order to make this a complete document, PHHL Operations policies, procedure and the stipulations of the mandatory DGCA requirements and standards of ICAO Annex 6 are included. It is for the use and guidance of operations personnel. The carriage of the Operations Manual on board the aircraft is mandatory. Each aircrew and operations personnel will be issued with a personal copy, which has to be kept current at all times.

0.2 REQUIREMENT OF AN OPERATIONS MANUAL: The primary objective of PHHL is to provide a safe, efficient and economical air transport service of high standards. In pursuit of the policy it is essential that all those connected with flight operations be provided with will-defined instructions, guidance and information relevant to their functions.

This Operations Manual has been compiled in pursuit of this objective. It complies with all current regulations governing commercial helicopter operations.

0.3 MANUALS FOR PHHL OPERATIONS: The following manuals have been complied for PHHL helicopter operations as guidance for all aircrew :.

Volume 1: Operations Manual Volume II: .Training Manual Volume III: Flt Safety Manual Volume IV : Security Manual

Volume I shall be carried on all PHHL helicopters at all times. Page No 3 / 14 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ADMINISTRATION AND CONTROL OF CHAPTER 0 Ammendment OPERATIONS MANUAL AND DEFINITIONS Date

0.4 VOLUME I OPERATIONS MANUAL : The Operations Manual is compiled for the use and guidance of PHHL flight operations personnel in the execution of their duties and contains information on the organization management structure departmental authority and structure with particular reference to Flight Operations. Information on policies and objectives are included which are in conformity with existing CARs and other regulations. This contains Flight Operations policies duties and responsibilities of operation personnel and other relevant information for all personnel concerned with conduct of operation of PHHL.. The rules and regulations, standards general practices and procedures laid down in the volume I reflect Company operating policies and are in accordance with the regulations of the DGCA.

0.5 VOLUME II TRAINING MANUAL: The Training Manual contains information concerning training requirement as well as flight and ground training programs. A copy of Training Manual will be available at all bases.

0.6 VOLUME III: FLIGHT SAFETY MANUAL: The Flight Safety Manual contains all relevant information and instructions regarding matters of Flight Safety issued by DGCA from time to time. A copy of the Flight Safety Manual will be available in all bases for ready reference of aircrew.

0.7 SUPPLEMENTARY DOCUMENTS TO THE OPERATIONS MANUAL: The following documents will supplement the Operations Manual and are available in each aircraft.

a) Aircraft Operating Manual issued by the manufacturer. b) Route charts (Route Guide) c) Normal / Emergency Checklist. Page No 4 / 14 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ADMINISTRATION AND CONTROL OF CHAPTER 0 Ammendment OPERATIONS MANUAL AND DEFINITIONS Date

0.8 AVAILABILITY: The carriage of the Operations Manual on board PHHL helicopters is mandatory.

Copies of the Operations Manual shall also be available with the Operations Department.

0.9 AUTHORITY: The Operation Manual is issued under the authority of the Chairman and Managing Director. It supersedes the previous Operations Manual. The contents of this Manual shall not be deemed to supersede the instructions contained in the documents listed here under:

a) Indian Aircraft Manual b) Civil Aviation Requirements c) AIP (India) d) AICs e) Aircraft Flight Manual f) Air Safety Circulars g) Ops Circulars

0.10 PILOT EMERGENCY AUTHORITY: Nothing contained in this Manual is to be construed as relieving the Pilot In Command of his responsibility to take any action in the event of emergency or unusual circumstances, which he considers necessary to safeguard the safety of the passengers, crew or the aircraft itself.

0.11 CONTROL OF OPERATIONS MANUAL: All copies of the Operations Manual shall be serially numbered. Operation staff will ensure that all holders of the Operations Manual receive amendments and acknowledge their incorporation in their individual copies.

0.12 AMENDMENTS : The contents of the Operations Manual may require amendments from time to time. It will be the responsibility of the GM (Operations), CO to review the Operations Manual and make amendments thereto and obtain the necessary vetting from the DGCA. Page No 5 / 14 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ADMINISTRATION AND CONTROL OF CHAPTER 0 Ammendment OPERATIONS MANUAL AND DEFINITIONS Date

The amendments, so issued shall be incorporated immediately and the Manual kept up dated at all times. No handwritten amendments/revisions are permitted, except in situations requiring immediate amendments / revision in the interest of safety. The GM (Operations), CO shall authenticate such amendments.

Dark sidelines shall identify amended paragraphs in the revised pages. It shall be the responsibility of the Operations Department to ensure that the amendments are issued to all holders of the Manual for up-dating their copies of the Manual.

Each page of the Manual carries the date of issue, amendment number and the date of amendment. A separate sheet has been provided in this Manual to maintain record of the amendments incorporated and a list of effective pages is available for ascertaining the resulting status.

0.13 DEFINITIONS

0.13.1 Air Operator Certificate: (AOC) A certificate /an operating permit or an equivalent document issued by DGCA authorizing an operator to carry out specified commercial air transport operations.

0.13.2 Aircraft Operating Manual: (Flight Crew Operations Manual – FCOM). A Manual acceptable to DGCA containing normal, abnormal and emergency procedures, checklists, limitations, performance information, details of the aircraft systems and other material relevant to the operation of the aircraft.

0.13.3 Alternative helipads/ heliport : A helipad/heliport specified in the flight plan to which a flight may proceed when it becomes inadvisable to land at the heliport of intended landing. Page No 6 / 14 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ADMINISTRATION AND CONTROL OF CHAPTER 0 Ammendment OPERATIONS MANUAL AND DEFINITIONS Date

NOTE : An alternate heliport may be heliport of departure.

0.13.4 Approach and landing phase-helicopters: That part of the flight from 1000ft (300m) above the elevation of the final approach and take –off area (FATO) and if the flight is planned to exceed this height or from the commencement of the descent in the other cases, to landing or to the balked landing point.

0.13.5 Cabin Crew member: A crew member who performs, in the interest of safety of passengers, duties assigned by the operator or the Pilot-in-command of the aircraft, but who shall not act as a flight crew member.

0.1.3.6 Category A Rotorcraft: Category A rotorcraft means multi engine rotorcraft designed with engine and system isolation features specified in FAR part 29 and utilizing scheduled take off and landing operation under a critical engine failure concept which assures adequate designated surface area and adequate performance capability for continued safe flight in the event of engine failure.

0.1.3.7 Commercial Air Transport Operation: An aircraft operation involving the transport of passengers, cargo or mail for remuneration or hire.

0.13.8 Congested area : In relation to a city, town or settlement, any area, which is substantially used for residential, commercial, or recreation purpose.

0.13.9 Crew Member : A person assigned by an operator to duty on an aircraft during flight time.

0.13.10 Decision altitude (DA) or Decision height (DH) : A specified altitude or height in the precision approach at which a missed approach must be initiated if the required visual reference to continue the approach has not been establishment. Page No 7 / 14 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ADMINISTRATION AND CONTROL OF CHAPTER 0 Ammendment OPERATIONS MANUAL AND DEFINITIONS Date

Note-1: Decision altitude (DA) is referenced to mean sea level and decision height (DH) is referenced to the threshold elevation.

Note-2: The required visual reference means that section of the visual aids or of the approach area which should have been in view, for sufficient time for the pilot to have made an assessment of the aircraft position and rate of change of position, In relation to the desired flight path. In Category II operations with a decision height the required visual reference is that specified for the particular procedure and operation.

Note-3: For convenience, where both expression are used, they may be written in the from “decision altitude/height” and abbreviated “DA/H”.

0.13.11 Defined point after take-off : The point, within the take- off and initial climb phase, before which the helicopter’s ability to continue the flight safely, with one engine inoperative, is not assured and a forced landing may be required.

0.13.13 Defined point before landing : The point, within the approach and landing phase, after which the helicopter’s ability to continue the flight safely, with one engine inoperative is not assured and a forced landing may be required.

Note: Defined points apply to performance class 2 helicopters only.

0.13.12 Elevated heliport: A heliport located on a raised structure on land.

0.13.14 En-route phase : That part of the flight from the end of the take –off and initial climb phase to the commencement of the approach and landing phase. Page No 8 / 14 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ADMINISTRATION AND CONTROL OF CHAPTER 0 Ammendment OPERATIONS MANUAL AND DEFINITIONS Date

Note : Where adequate obstacle clearance cannot be guaranteed visually, flight must be planned to ensure that obstacles can be cleared by an appropriate margin. In the event of failure of the critical power-unit, operators may need to adopt alternative procedures.

0.13.15 Final approach and take-off : (FATO) A defined area over which the final phase of the approach manoeuvre to hover or landing is completed and from which the take-off manoeuvre is commenced. Where the FATO is to be used by performance Class I helicopters, the defined area includes the rejected take-off area available.

0.13.16 Flight duty period: The total time from the moment a flight crewmember commences duty immediately subsequent to a rest period and prior to making a flight, or a series of flights, to the moment the flight crewmember is relieved of all duties having completed such flight or series of flight.

0.13.17 Flight time: The total time from the moment the helicopter rotors are engaged until the moment the helicopters rotors are disengaged.

0.13.18 General aviation operation: An aircraft operation other than a commercial air transport operation or an aerial work operation.

0.13.19 Helideck : A heliport located on a floating or fixed, offshore structure.

0.13.20 Helipad/Heliport: An Aerodrome or a defined area on a structure intended to be used wholly or in part for the arrival, departure and surface movement of helicopters.

0.13.21 Heliport Operating Minima: The limits of usability of a heliport for : Page No 9 / 14 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ADMINISTRATION AND CONTROL OF CHAPTER 0 Ammendment OPERATIONS MANUAL AND DEFINITIONS Date

a) Take-off, expressed in terms of runway visual range and/or visibility and, if necessary, cloud conditions. b) Landing in precision approach and landing operation, expressed in terms of visibility and/ or runway visual arrange and decision altitude/ height (DA/H) as appropriate to the category of the operation and c) Landing in non-precision approach and landing operations, expressed in terms of visibility and/ or runway visual range, minimum descent altitude/height (MDA/H) and, if necessary, cloud conditions.

0.13.22 Human Factor Principles: Principles which apply to aeronautical design, certification, training, operations, and maintenance and which seek safe interface between the human and other system components by proper consideration to human performance.

0.13.23 Human Performance: Human capabilities and limitations, which have an impact on the safety and efficiency of aeronautical operations.

0.13.24 Instrument meteorological conditions: (IMC) Meteorological conditions expressed in terms of visibility, distance from cloud and ceiling less than the minima specified for visual meteorological conditions.

Note: The specified minima for visual meteorological conditions are available in CAR/ AIP .

0.13.25 Landing Decision Point : (LDP). The point used in determining landing performance from which, a power-unit failure occurring at this point, the landing may be safely continued or a balked landing initiated.

Note: LDP applies to performance Class I helicopters. Page No 10 / 14 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ADMINISTRATION AND CONTROL OF CHAPTER 0 Ammendment OPERATIONS MANUAL AND DEFINITIONS Date

0.13.26 Minimum descent altitude : (MDA) or minimum descent height (MDH). A specific altitude or height in a non precision approach or circling approach below which descent must not be made without the required visual reference.

Note-1: - Minimum descent altitude (MDA) is referenced to mean sea level and minimum descent height (MDH) is referenced to the heliport elevation or to the threshold elevation. A Minimum descent height for a circling approach is reference to the heliport elevation.

Note-2 : - The required visual reference means that section of the visual aids or of the approach area which should have been in view for sufficient time for the pilot to have made an assessment of the aircraft position and rate of change of position, in relation to the desired flight path. In the case of a circling approach the required visual reference is the runaway environment.

Note-3: - For convenience when both expressions are used they may be written in the form “minimum descent altitude/ height” and abbreviated “MDA/H”.

0.13.27 Obstacle Clearance Altitude (OCA) or Obstacle Clearance Height (OCH): The lowest altitude or the lowest height above the elevation of the relevant runaway threshold or the heliport elevation as applicable, used in establishing compliance with appropriate Obstacle Clearance Criteria.

Note-1: Obstacle Clearance Altitude is referenced to mean sea level and obstacle clearance height is referenced to the threshold elevation or in the case of non-precision approaches to the heliport elevation or the threshold elevation if that is more than 2m (7ft) below the heliport elevation. An obstacle clearance height for a circling approach is referenced to the heliport elevation. Page No 11 / 14 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ADMINISTRATION AND CONTROL OF CHAPTER 0 Ammendment OPERATIONS MANUAL AND DEFINITIONS Date

Note-2: For convenience when both expression are used they may be written in the form “Obstacle Clearance altitude/height” and abbreviated “OCA/H”.

0.13.28 Operational Control : The exercise of authority over the initiation, continuation, diversion or termination of a flight in the interest of the safety of the aircraft and the regularity and efficiency of the flight.

0.13.29 Operational flight plan : The operator’s plan for the safe conduct of the flight based on consideration of helicopters performance, other operating limitations and relevant expected conditions on the route to be followed and at the heliports concerned.

0.13.30 Operations Manual : (Company Operations Manual) A manual containing procedures, instructions and guidance for use by operational personnel in the execution of their duties.

0.13.31 Operator : A person, organization or enterprise engaged in or offering to engage in an aircraft operation.

0.13.32 Performance Class 1 Helicopters: A helicopter with performance such that, in case of critical power-unit failure, it is able to land on the rejected take-off area or safely continues the flight to an appropriate landing area, depending on when the failure occurs.

0.13.33 Performance Class 2 Helicopters: A helicopter with performance such that, in case of critical power-unit failure, it is able safely continue the flight, except when the failure occur prior to a defined point after take-off or after a defined point before landing, in which case a forced landing may be required.

0.13.34 Performance Class 3 Helicopters: A helicopter with performance such that, in case of power-unit failure at any Page No 12 / 14 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ADMINISTRATION AND CONTROL OF CHAPTER 0 Ammendment OPERATIONS MANUAL AND DEFINITIONS Date

point in the flight profile, a forced landing must be performed.

0.13.35 Psychoactive Substance: These include Alcohol, opioids, cannabinoids, sedatives, hypnotics, cocaine, other psycho stimulants, hallucinogens, and volatile solvents whereas coffee and tobacco are excluded.

0.13.36 Required Navigation Performance (RNP): A statement of the navigation performance accuracy necessary for operation within a defined airspace.

0.13.37 Rest period : Any period of time on the ground during which a flight crew member is relieved of all duties by the operator.

0.13.38 Runway Visual Range: The range over which the pilot of an aircraft on the center line of a runway can see the runway surface making or the lights delineating the runway or identifying its center line.

0.13.39 Safe Forced Landing: Un-avoidable landing or ditching with a reasonable expectancy of no injuries to persons in the aircraft or on the surface.

0.13.40 Take-off and initial climb phase: The part of the flight from the start of take off to 1000ft (300m) above the elevation of the FATO, if the flight is planned to exceed this height, or to the end of the climb in the other cases.

0.13.41 Take-off decision point (TDP): The point used in determining take-off performance from which, a power-unit failure occurring at this point, either a rejected take-off may be made or a take-off safely continued.

Note: TDP applies to performance Class-I helicopters.

0.13.42 Visual meteorological conditions (VMC): Meteorological conditions expressed in terms of visibility, distance from cloud, and ceiling equal to or better than specified minima. Page No 13 / 14 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ADMINISTRATION AND CONTROL OF CHAPTER 0 Ammendment OPERATIONS MANUAL AND DEFINITIONS Date

Note: The specified minima are contained in CAR/ AIP.

0.13.43 Vtoss: The minimum speed at which climb shall be achieved with the critical power-unit inoperative, the remaining power-units operating within approved operating limits.

Note: The speed referred to above may be measure by instrument Indications or achieved by a procedure specified in the Flight Manual. Page No 14 / 14 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ADMINISTRATION AND CONTROL OF CHAPTER 0 Ammendment OPERATIONS MANUAL AND DEFINITIONS Date

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1.1 INTRODUCTION : PHHL is a Non-Scheduled Air Transport Operator and also engages in helicopter Charter operations. The success of charter operations largely depend on the Operational efficiency and the conduct of aircrew and personnel of other departments associated with the operations.

It is, therefore, expected that the PHHL family shall always endeavor to render a service of high standards towards achievement of higher goals for fulfillment of its objectives.

1.1.1 OBJECTIVE: “TO COMPLETE THE ENTIRE ASSIGNED TASK WITHIN THE STIPULATED TIME, COMPANY’S BUDGETED ECONOMY, MEETING THE ULTIMATED SATISFICATION OF THE CUSTOMER AND ABOVE ALL WITHOUT COMPROMISING FLIGHT SAFETY”.

1.1.2 KNOWLEDGE : All Operations personnel are required to be fully conversant with the contents of the manual and their knowledge of the same would be tested from time to time with regard to applicable laws, regulations and procedures.

As per the requirement of Annex 6, all personnel when abroad will comply with the laws, regulations and procedures of the states in which operations are conducted. The information with regard to rules and regulations is available in the Jeppesen Manual.

1.1.3 NOMINATED POST HOLDERS: Following is the list of nominated post-holders responsible for flight operations.

CMD - Shri. RK TYAGI e-mail: [email protected] Tele - 0120-2476701 (O) ED - Shri S Bahl E mail : [email protected] Tele – 0120-2476941 Page No 2 / 37 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ORGANISATION DUTIES AND CHAPTER 1 Ammendment RESPONSIBILITIES Date

GM (OPS) CO - Air Cmde (Retd) Alok Kumar Email : [email protected] Tele - 0120-2476756 (O) GM, NR - Shri M P Singh Email: [email protected] Tele - 011- 24615711 (O) GM, WR - Shri. S K Das Email: [email protected] Tele – 022-26166929 HEAD FLT SAFETY, CO - Shri M S Boora E mail : [email protected] Tele : 011-24653988

1.1.4 AREA AND BASES OF OPERATION: The area of operations shall be limited to within geographical limitations of India or areas specified by the Competent Authority. In case of diversification of PHHL, the area of operations will be beyond the geographical limitations of India subject to condition of approval of the Competent Authority within or outside India as required, to achieve the objective of Pawan Hans Helicopters Limited. PHHL Corporate Office is located at C-14, Sector 1, NOIDA. The PHHL has two Regions for the convenience of Operations and Administration. These are:

1.1.5 Northern Region: The H.O. of Northern Region is located at Safdarjung Airport, New Delhi. Operations and Administration of NR is under control of GM, NR in co- ordination with PHHL Corporate Office. Presently, the following are the bases of Northern Region.

(a) Guwahati (b) Itanagar (c) Gangtok (d) Agartala (d) Chandigarh (e) Port Blair (f) August Muni/Phata (seasonal) (g) Pahalgam / Baltal (seasonal) (h) Ranchi (j) Safdarjung (New Delhi). (k) Katra (l) Vadodara (m) Raipur (n) Nazira (o) Jodhpur (p) Srinagar (q) Ghadchiroli Page No 3 / 37 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ORGANISATION DUTIES AND CHAPTER 1 Ammendment RESPONSIBILITIES Date

1.1.6 WESTERN REGION: The HO. of Western Region is based at Mumbai. Operations and Administration of WR is under the control of General Manager (WR) in coordination with PHHL Corporate Office. Presently, the following are the bases of Western Region:

a) Mumbai (b) Ahmedabad (c) Rajamundri (d) Lakshwadweep (e) Porbunder (f) Madurai

1.1.7 CATEGORY AND CLASS OF AIRCRAFT: PHHL shall operate scheduled / non-scheduled Air Transport Services with, Bell 206, Bell 407, Dauphin SA 365N, Dauphin SA 365N3, Mi- 172, AS 350 B3, Dhruv (ALH), Chetak and Cheetah helicopters.

1.2 ORGANISATION STRUCTURE: The organization of PHHL is given at 1.20.

1.2.1 RESPONSIBILITY AND DUTIES OF OPERATIONS MANAGEMENT PERSONNEL: In order to achieve the aforesaid objective and to maintain a high standard of operational activity/control at all times, it is imperative that the duties and responsibilities of all authorized/approved personnel associated with the Flight Operations, directly, or indirectly, are clearly defined to enable them perform their functions to their optimum efficiency.

The responsibilities and Duties of Operations Management Personnel are defined in the succeeding sub-sections.

1.2.2 FUNCTIONS OF CHAIRMAN & MANAGING DIRECTOR: The CMD of PHHL, who shall be one of the directors of the company, shall be the ex-officio chairman of the board. The Chairman shall conduct the meeting of the board of directors who will act and perform the functions as laid down in the memorandum and Article of Association and Companies Act 1956. He will be responsible for the general management of the business, subject to Control and Page No 4 / 37 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ORGANISATION DUTIES AND CHAPTER 1 Ammendment RESPONSIBILITIES Date

supervision of the board. The CMD will have the power of authority on behalf of the company to.

a) Operate the helicopter fleet. b) Make all purchase and sales. c) Enter into contracts. d) Appoint and employ personnel e) Fix remuneration of employees. f) Remove and suspend employees. g) Lay down Pilot and Aircrew induction Policies. h) Plan future expansion of the Organization.

Notwithstanding the above the CMD will be responsible for all acts and do all that is usually necessary or desirable for the management of the affairs and business of the company.

1.2.3 FUNCTION OF GM (OPERATIONS), CO: The GM (OPS) will be responsible for conceptualizing and planning of all Air Operational activity of the Pawan Hans and will have the necessary authority to fulfill his obligation and shall report to the Chairman cum Managing Director. The GM (Ops) shall be responsible for the development and implementation of Flight Operations Policy. He will discharge his responsibilities through the respective GMs of the regions with their operational set up. He shall ensure that in developing a company plan, full recognition is given to the need for safe and efficient operations. He shall be responsible for liaison and coordination with other departments for updating and approving the contents of the Operational Manual. In his absence the GM of the region will directly report to the CMD in respect of operation of the region. He will attend seminars and conferences hosted by various aviation agencies whenever possible in India and Abroad for better awareness and dissemination of said information & knowledge to PHHL aircrew. The area of the responsibility for conduct and supervision are as follows:- Page No 5 / 37 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ORGANISATION DUTIES AND CHAPTER 1 Ammendment RESPONSIBILITIES Date

a) Overall supervision of Flight Operations. b) Aircrew training methodology. c) Liaison with DGCA on matters concerning concepts of helicopter operation of the company. d) Supervision of the production and amendments of the Operations Manual. e) Liaison with any external agency, which may affect company’s operations. f) Ensuring that company operations are conducted in accordance with current legislation of regulator and company’s instructions. g) Conduct of recruitment/selection of pilots/air crew.

1.2.4 FUNCTION OF DY GENERAL MANAGER (OPERATIONS) CO : He is directly responsible to the GM (OPS), CO on affairs of helicopters operations and training. In his absence a designated manager would perform the duties. The area of responsibilities are:-

a) He is responsible for the standard of flying activities in the Company. b) Institution of necessary controls and checks to ensure that Civil Aviation Regulations are adhered to at all times. c) Administration of such disciplinary action as may be required for any infraction of laid down rules and regulations. d) Establishment of such ground schools, courses, simulator and flight training as are necessary to:-

i) Maintain pilot competency. ii) Evaluate and promote pilots from Co- pilot to Captain and Captain to Commanders when applicable. iii) Convert pilots from one type of helicopters to another, Page No 6 / 37 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ORGANISATION DUTIES AND CHAPTER 1 Ammendment RESPONSIBILITIES Date

iv) Improve the standard of safety and efficiency,

e) Determine and standardize all flight procedures, cockpit checks and emergency procedure, f) He will report to the GM (OPS) CO on matters regarding safe and efficient operation of helicopters including the administration of all matters concerning pilots, pilot training, examination, en-route operations and operating limitation of helicopter and crew. g) Ensure that all pilots are trained and checked to maintain correct proficiency for the duties to which they are assigned. h) Appoint a suitable team of examiners, in consultation with DGM (OPS) Region. i) Issue necessary amendments duly approved by DGCA and ensure these are disseminated to all concerned. j) Liaise with concerned Ministry (Civil/Tourism/ Narcotics) etc as and when necessary for smooth operations of PHHL. k) Advise GM (OPS) CO on matters of Pilots training, fleet expansion, aircraft procurement and renewal of contractual pilots of growth of aviation requirements etc.

1.2.5 FUNCTIONS OF GENERAL MANAGER (REGION): The General Manager is responsible to the GM (OPS) for:-

a) Defining basic principles, methods and standards of operations of all types of aircraft in the company relative to.

i) Type conversion. ii) Recurrent training and checking. iii) Route flying. Page No 7 / 37 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ORGANISATION DUTIES AND CHAPTER 1 Ammendment RESPONSIBILITIES Date

iv) Simulator /IPT Training v) FDL/FDTL monitoring

b) Supervision of all operations on all types of helicopters operated by the company in his region. c) He is responsible to the CMD/ GM (OPS), CO for the management and control of all flight operations within his Region. d) Maximizing profitability and return on assets employed by each Region in line with established policies, standards and procedures. e) Ensuring performance equal to or better than budgeted and planned objectives. f) Coordination of the maintenances activities and engineering support services. g) Recommend amendments to the Operations Manual in the light of experience. h) Maintain full and updated records of training and licensing status of flight operations personnel the supervision of issue of notices to aircrew in co- ordination with the DGM (OPS) and DGM (TRG) of the Region. i) The categorization of airfields/Rigs/ helipads in conjunction with the DGM (OPS) Region. j) Supervision of training program for pilots, examiner, check pilot in consultation with DGM (Ops) and DGM (Trg). k) The welfare, promotion and discipline of flight crew, including possible suspension. l) Assuming any responsibilities delegated to him by GM (Ops), CO. m) Issuing technical, operational, administrative circulars, maps, charts, Flight Manuals and all other documents necessary for the safe and efficient operation of a flight. n) Cabin services. Page No 8 / 37 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ORGANISATION DUTIES AND CHAPTER 1 Ammendment RESPONSIBILITIES Date

o) Crew scheduling. p) Formulation of SOPs as required for bases in his region.

1.2.6 FUNCTION OF DY.GENERAL MANAGER (OPS) REGION

a) He is responsible to the General Manager Regions for overall supervision of flight operations in his Region. b) Ensure that all flight crew are familiar with regulations and procedures pertinent to the performance of their duties. c) Overall supervision of crew scheduling so that the limitations of Pilot FDL, FDTL, is not exceeded. d) Maintain all flight and crew records. He is to draw/plan duty roster for pilot/aircrew schedule in a time bound manner. He is responsible for implementing this roster on a daily basis. e) Formulate and implement SOPs for all flight operations within the Region. f) Determine and standardize IFR flight procedures, cockpit checks and emergency procedures. g) Plan and Implement crew-training schemes as per Company Policy and DGCA requirements so that pilots’ proficient and current requirements are maintained. h) Ensuring implementation of all aspects of CRM. i) He should verify logging of the flight hours of Air Crew in relevant documents. While countersigning logbooks he should verify/ confirm logging of flight hours from the Journey Log Book/Flight Manifest

1.2.7 FUNCTION OF DY.GENERAL MANAGER (CO-ORDINATION) WR

a) He is to co-ordinate and maintain liaison between the various support departments and Ops dept of WR. Page No 9 / 37 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ORGANISATION DUTIES AND CHAPTER 1 Ammendment RESPONSIBILITIES Date

b) He is to co-ordinate the smooth scheduling of crew and ensures that all flights departures and schedule. c) To maintain a liaison and develop and understanding between Ops Dept and other departments to ensure that minor irritants do not disturb the flight schedule. d) Co-ordinate between ONGC TPT section to ensure smooth arrivals and departure of flights. e) Maintain a high level of understanding between OPS and Tech section to ensure better co- ordination of production of serviceable aircraft specially during inspection and snag rectification, which goes a long way to enhance aircraft serviceability and availability. f) To maintain regular liaison with AAI and DGCA whenever required. To ensure currency in training and statutory requirement of pilot license. g) To ensure close working and functioning with various deptts. including Ops and Air Safety. h) To evolve a system to monitor MIS in terms of requirement of customers. i) To ensure and co-ordinate with ONGC Helibase for proper recording of flight time to settle any discrepancy amicably. j) To maintain liaison with finance deptt. CO/WR to ensure that helicopter insurance and aircrew insurance are renewed on time and currency is maintained.

1.2.8 GENERAL MANAGER/HEAD FLIGHT SAFETY: The GM (Flight Safety) will function directly under CMD and has got the complete freedom to operate independently on the matters of flight safety. He is directly responsible for any flight safety violation in the Region and if necessary can always request for the intervention of CMD. A close interaction between both the Regions will enhance the flight safety in PHHL. Page No 10 / 37 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ORGANISATION DUTIES AND CHAPTER 1 Ammendment RESPONSIBILITIES Date

Details of Duties are given in SMS/Flight Safety Manual

1.2.9 DEPUTY GENERAL MANAGER ( FLIGHT SAFETY): Details of the duties are listed in the SMS/ Flight Safety Manual.

1.2.10 DY.GENERAL MANAGER (TRG) REGION/TRG MANAGER a) Implementation of Training Policies of the company as laid down in Training Manual b) Draw Training Schedules of pilots including the cross conversion plan in consultation with DGM (Ops) and GM (Ops) CO. c) Maintain ground training and flight/simulator training records. d) Maintain high standard of training and proficiency in flying and ground subjects. e) Maintain training folders and records of all pilot of the Region. f) Detail pilots on refresher courses. g) Indentify Individual pilot’s weak areas and bring it to the notice of General Manager. h) Ensure standardization of Instructors and Examiners. i) Detail approved Instructors/Examiners for routine/surprise checks etc. j) Update flight procedure, safely circular pertaining to training. k) Formulate and enforce within the requirements of the DGCA standards of flight proficiency necessary for the safe and efficient operation for aII type of helicopters in use at PHHL by company flight personnel. l) Maintain full and updated records of training and licensing status of flight operational personnel. Supervise the issue of notices to the aircrew in co-ordination with the DGM (Ops). m) Ensure categorization of Air field/ helipad/ oil rigs in conjunction with DGM (Ops). n) Review, maintain and update procedures and flight limitations. Page No 11 / 37 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ORGANISATION DUTIES AND CHAPTER 1 Ammendment RESPONSIBILITIES Date

o) Oversee the development and implementation of operational procedures. p) Determine and recommend IFR flight procedures, cockpit checks and Emergency procedures. q) Intimate reports on training, checks flights and proficiency checks of pilots. r) He should countersign Log Books of Air Crew as and when this duty is delegated to him. While countersigning the logbooks, He should verify / confirm the logging of flight hours from Journey Log Book/Flight Manifests.

1.2.11 FUNCTIONS OF EXAMINERS/INSTRUCTORS/CHECK PILOTS : The appointment and priveleges of the Examiners / Instructors and Check Pilots will be as per CAR Section 7, Series I, Part IV as under. In addition, they will :

a) Review, maintain and update procedure and flight limitation. b) Oversee the development and implementation of operations procedures. c) Determine and recommend IFR flight procedures, cockpit checks and emergency procedures. d) Review pilot training and upgrading in the IFR field, including recommendation of pilot for Instructional assignments. e) Develop and produce, as required, reports on the activities in the IFR airfield. f) Initiate reports on training, check flights and proficiency checks of pilots. g) Conduct and submit report of conversion and operational training to pilot. h) Conduct ground-training classes for the pilots. j) Conduct of en-route flight checks of pilot to assess the proficiency and knowledge of procedures. Page No 12 / 37 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ORGANISATION DUTIES AND CHAPTER 1 Ammendment RESPONSIBILITIES Date

k) Local supervision of pilot in matters of flight discipline and adherence to regulations. l) Check adherence to procedures by pilots under check. m) Check pilot’s knowledge with regard to current Air Regulations, Circulars, ATC procedures, Notams concerning en-route facilities and Airports, Radio Aids and obstructions. n) Check pilot’s knowledge on the location, functions and cockpit checks of equipment, its operational limitations and emergency procedures, Satisfy himself that the pilot being Checked has both the knowledge and ability to carry out the duties of pilot in his assigned capacity as PIC or Co-pilot.

1.2.12 DUTIES OF PILOT-IN_CHARGE BASES: Senior-most pilot will be designated as Pilot In-Charge at base and he will be responsible for the following :-

a) He shall be responsible for all flying activities at Base. b) He shall exercise operational control including surveillance on all operational activities. c) He will ensure that DGCA requirements on proficiency check, licenses, IR rating, medical examination and FDTL are adered to by all crew members at all times. d) He will make available crew for flight and will detail the crew according to their experience and competency. e) He will ensure that all flights at base are conducted as per laid down SOP and NAV cards are followed and records kept. f) Before operating on new route, he shall ensure proper evaluation and careful examination of Page No 13 / 37 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ORGANISATION DUTIES AND CHAPTER 1 Ammendment RESPONSIBILITIES Date

safety parameters. g) He shall ensure that pilots undertake pre-flight medical check as per regulation and obtain met briefing before undertaking flight. h) He shall ensure that proper facilities of weighing passengers exist and ship papers (passenger manifest and trim sheet) are prepared if required and preserved as per the regulations. i) He shall ensure that contingency plan for the base exists and is kept updated including action to be taken in case of missing helicopter/ incident/ unnatural happening to any of the helicopters. j) He shall examine that security for helicopter and helipad exist and security staff carryout frisking of passengers and anti-hijacking duties as per laid down procedure. k) He shall ensure that all returns including flight manifest etc are submitted to regional/ CO as required. l) He shall ensure that all hazards pertaining to operations including heliport, ATC facility, MET facility, Security, Facilitation etc are reported as per the requirements. m) He will immediately report incidents, accidents or safety related occurrences to regional headquarters/ CO, as per the laid down procedure. 1.2.13 OPERATIONS STAFF RESPONSIBILITIES: DUTIES & RESPONSIBILITIES OF FLIGHT OPERATION OFFICERS/FLIGHT DESPATCHERS (CAR SECTION 7, SERIES ‘M’ PART II) AT REGIONS / SELECTED BASES.

a) Collect the latest meteorological data from the concerned agencies andthoroughly analyse the possible effects of the weather on the route to Page No 14 / 37 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ORGANISATION DUTIES AND CHAPTER 1 Ammendment RESPONSIBILITIES Date

beflown in the light of meteorological reports and forecasts for the destination and alternate aerodromes; recent weather reports and forecasts for the route and areas adjacent to it; and current weather maps; b) Collect the latest available data on standard instrument departures, enroutefacilities, noise abatement operational procedures, navigation aids, aerodrome facilities, ATC and communication procedures, NOTAM, runway conditions, search and rescue facilities and other information and regulations likely to affect the flight and brief the flight crew as required. c) Prepare an operational flight plan consistent with standard instrumentdepartures, noise abatement operational procedures, ATC regulationsand the regulations of all the States to be over flown for the considerationof the pilot- in-command; d) If empowered to do so by the operator, to delay or cancel the flight orotherwise decide on a possible route or alternative routes which may beflown safely and in accordance with company procedures and standards,taking into account likely weather conditions at the destination and alternate aerodromes; en-route weather; and the maximum fuel load possible. e) Provide the meteorological briefing to the flight crew. f) Brief the crew on the route analysis and the operational flight plan bringing to his notice the factors that have influenced the choice of route; vii) Furnish the pilot-in-command with all latest available information on the route to be flown; g) Obtain the Pilot-in-command's signed concurrence with the operational Page No 15 / 37 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ORGANISATION DUTIES AND CHAPTER 1 Ammendment RESPONSIBILITIES Date

flight plan; h) Prepare and file the ATC flight plan. i) Any other functions as deemed necessary for the safe operation of the flight.

1.2.14 PRE-FLIGHT DUTIES: The Flight Operation Officers on duty before departure of the flight shall:

a) Ascertain the Maintenance status of the aircraft for briefing the Pilot-in-Command. b) Liaise with the Ground Operations regarding carriage of any commercial load requiring Special Load Notification. c) Thoroughly analyze the meteorological reports and forecasts for departure, destination, alternate airports/heliports en-route. d) Obtain recent weather reports and forecast for the route and areas adjacent to it. e) Collect relevant information and NOTAMS for briefing the Pilot-in-Command. f) Furnish the Captain with all the latest available information on the route to be flown. g) Obtain the ATC clearance and hand it over to the Flight Crew. h) Make necessary amendments to the ATC/ Navigation flight plan as desired by the Captain. i) Sign the Operational flight plan and ensure that it, along with all relevant documents, are kept in the flight envelope. j) Advice Captain and Maintenance about the fuel required/RTOW for the flight and brief the Captain accordingly. k) Obtain signatures of the Captain in the register provided for having obtained pre-flight briefing. Page No 16 / 37 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ORGANISATION DUTIES AND CHAPTER 1 Ammendment RESPONSIBILITIES Date

1.2.15 POST-FLIGHT DUTIES: The F.O.O on duty shall:

a) Take charge of the Flight Envelope and initiate the necessary action as laid down. b) Ensure that Voyage Report is sent to the Base Manager. c) Ensure all documents, in case of incident/ accident are completed by the Captain.

1.3 PILOT IN COMMAND

1.3.1 POSITION IN THE ORGANISATION: The Pilot-in-Command in directly subordinate to the DGM (Ops) Region. It should be recognized, however, that he also has certain duties, as described by law. Duties and responsibilities of a Pilot in Command are enumerated in subsequent paras.

1.3.2 DESIGNATED COMMAND: The Pilot in Command is the designated Captain, the moment he/she enters the aircraft with the intention of carrying out a flight, or when he/she first signs the aircraft papers, whichever is earlier. His / her command continues until either he/she is relieved by another Captain or until the termination of the flight when he /she completes all post flight documents and leaves the aircraft.

1.3.3 PILOT IN COMMAND: For each flight by a company helicopters, a pilot shall be designated as the pilot in Command. This assignment will be reflected in the flying programme and must also be shown in the flight plan submitted to the ATC.

In the event, two qualified pilots are programmed together and are expected to alternate as PIC, this fact must also be indicated on the flying programme and in the remarks column of the flight plan. Page No 17 / 37 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ORGANISATION DUTIES AND CHAPTER 1 Ammendment RESPONSIBILITIES Date

The Pilot-in-Command is directly responsible to the DGM (Ops) Region through Fleet In Charge or any other officer assigned by him.

It is incumbent on the PIC to comply with laws, regulations and procedures of the state in which the aircraft is flown. This includes complying with all health, Custom and Immigration laws in force. He /she shall ensure that no crew violates any of these laws. If an emergency situation arises, which endangers the safety of the aircraft of personnel and necessitates taking of action, which involves violation of local regulation or procedures, the PIC shall notify the appropriate local authority without delay.

A report shall be submitted of any such emergency action to the DGCA through the DGM (Ops) / DGM Flight Safety as soon as possible.

These measures may include the restriction of freedom of one or more occupants until they are delivered to the competent authority. This general description of the Pilot- in-Command’s explained is as the following :

a) The legal text leaves many specific questions open to interpretation. It is, however, a basic philosophy of our legal system to leave room for judgment against the specific circumstance prevailing at the time. b) This legal philosophy implies that the law draws no strict lines as to the beginning and end of the Pilot-in-Command’s responsibility and authority, and it does not exclude the responsibility of others at the same time as that of the Pilot-in- Command (for instance, authorities on the ground, ATC, etc.) c) The term ‘flight’ as used in the law may in general be assumed to represent the period between Page No 18 / 37 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ORGANISATION DUTIES AND CHAPTER 1 Ammendment RESPONSIBILITIES Date

‘door closed’ and ‘door open’. d) Flight crew before undertaking a flight is to certify that he/she is legally authorized to undertake the flight in all the aspects, including the Pre-Flight Medical Test as per rule 24 of the Aircraft Rules 1937. e) The PIC is responsible for filing debriefing reports and ensuring reporting of accident/ incident as per laid down procedures.

1.3.4 The Pilot-in-Command shall be responsible for the following:

i) Shall not commence a flight when in his /her judgment the aircraft is not in a satisfactory condition and to conduct the flight in a safe manner in order to maintain a high level of safety. It is his obligation to report any areas of operation, which could be detrimental to safety. This includes but is not limited to items such as mechanical problems, weather, crew proficiency, airport facilities or ATC problems. This is to permit the PHHL to initiate follow up action. The Pilot- in- Command is responsible for filing de-briefing reports and ensuring reporting of accident/ incident as per laid down procedures. ii) The Pilot-in-Command shall be responsible for the operation and safety of the aircraft and for the safety of all persons on board, during flight time. iii) The Pilot-in-Command shall ensure that the approved checklist is complied with in detail. iv) The Pilot-in-Command shall be responsible for notifying the nearest appropriate authority by the quickest available means and in any case within 24 hrs after occurrence of accident involving the aircraft, resulting in serious injury or death of any person of substantial damage to the aircraft or property. In case of an incident, Page No 19 / 37 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ORGANISATION DUTIES AND CHAPTER 1 Ammendment RESPONSIBILITIES Date

the Pilot-in-Command shall notify the incident to DGCA within 48 hours of its occurrence. v) The pilot –in-command shall be responsible for reporting all known or suspected defects in the aircraft, to the AME in- charge, at the termination of the flight. vi) Be responsible for certifying the Pilot voyage Report. vii) All crewmembers will report to Captain to enable him to check their turn out and give to each crewmember specific instructions, if any, regarding the conduct of the flight. He shall ensure that the crew boards the aircraft well in time and all pre-departure drills and safety checks are completed. Should a commander’s duties detain him and he is unable to board the aircraft before the passengers, he must ensure that the remainder of the crew makes all preparations so that departure can be made with a minimum delay once he has boarded the aircraft. viii) He will complete all documents during pre & post flight period.

1.3.5 AUTHORITY OF PILOT-IN-COMMAND: The pilot-in- command is responsible for safety, economy of operations, maintenance of operational schedules and comfort of passengers. He has the authority to enforce discipline during all flights in the discharge of his duties and he will himself give the right lead and guidance to other crewmembers.

1.3.6 AUTHORITY OF BOARDING: Passengers and crew shall board the aircraft with the express authority of the Pilot- in-Command.

1.3.7 CARRIAGE OF INTOXICATED PASSENGERS: The Pilot-in- Command shall not permit carriage of intoxicated Page No 20 / 37 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ORGANISATION DUTIES AND CHAPTER 1 Ammendment RESPONSIBILITIES Date

passengers in the aircraft as they may cause disorder amongst other passengers or jeopardize the safety of the aircraft.

1.3.8 CARRIAGE OF PERSONS SUFFERING FROM EPILEPSY / MENTAL DISORDERS: No persons suffering from these may be carried on board unless his carriage is duly certified by a Registered Medical Practitioner as fit to travel, has not consumed any alcoholic drinks and is accompanied by an attendant.

1.3.9 PILOTS EMERGENCY AUTHORITY: Nothing contained in this Manual is to be construed as relieving a pilot of his responsibility to take any action in an emergency or under unusual circumstances in order to preserve the safety of the aircraft, its occupants, mail & freight.

1.3.10 SUCCESSION OF COMMAND: In the event of the Pilot-in- Command being incapacitated the Co-Pilot will assume the responsibilities of the Pilot-in-Command and continue the flight to the point of next intended landing.

1.3.11 DUTIES AND RESPONSIBLITIES OF PILOT-IN-COMMAND: In accordance with Rule 141 of the Indian Aircraft Rules, 1937 the Pilot in Command shall have the final authority as to the disposition of the flight while he is in Command. It is incumbent on all crew members to carry out the instructions of the Captain at all time.

The Pilot-in-Command will:

a) Maintain overall responsibility for the flight execution. b) Be the representative of the company when dealing with other crew members and passengers during flight duty time in his capacity as PIC of the aircraft. c) Promote atmosphere under which optimum crew co-operation may be expected. Page No 21 / 37 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ORGANISATION DUTIES AND CHAPTER 1 Ammendment RESPONSIBILITIES Date

d) Be responsible for flight preparation and execution and compliance with state and company regulations. e) Report facts, which may influence the quality of the general flight operation to the Fleet in Charge/DGM Ops of Region. f) Have no doubts about his condition and proficiency when reporting for duty. g) The PIC whether handling the controls or not is responsible for the operation of the aircraft in accordance with Rules of the Air except that he may depart from these rules in circumstances that render such departure absolutely necessary in the interest of safety in the absence of company ground personnel .The PIC during his period of command is also responsible for the safety of the passengers, crew and their comfort while on the ground. He shall make all effort to mobilize available resources until company personnel are available to takeover and resume their responsibilities

1.3.12 FLIGHT PREPARATION: A flight shall not be commenced until the pilot issues ‘pilot acceptance report either on tech-log or any other appropriate document’, certifying that the pilot-in-command is satisfied that.

a) The aircraft has a current certificate of Airworthiness and a valid Flight Release. b) The instruments and equipment as prescribed by the manufacturer DGCA are installed and are sufficient for the flight and type of operation to be undertaken. c) All emergency equipment required for the intended flights are serviceable and are on board. d) The mass of the helicopters and center of gravity location are such that flight can be conducted safely, taking in to account the flight conditions expected. e) Any load carried is properly distributed and safely secured. f) It carries sufficient fuel and oil for the intended flight in accordance with this part of the CAR. Page No 22 / 37 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ORGANISATION DUTIES AND CHAPTER 1 Ammendment RESPONSIBILITIES Date

g) The engines are developing the rated power. h) The various documents required for the flight are valid and are on board. i) There is no physical damage apparent during his walk around inspection. j) Sufficient length of heliport/ runway is available for safe take – off and line of flight in the take- off direction is not obstructed. k) The flight controls of the aircraft are working freely and in correct senses. l) View of the pilot is not interfered with/ by any part of the aircraft structure. m) A Check has been completed to ensure that the aircraft can be operated within approved operating limitations contained in the Certificate of Airworthiness / Flight Manual or other appropriate and relevant documents. n) That the operational flight plan has been completed for the intended flight. Note: As regard to item (g), the pilot shall ensure before take-off that engines are developing correct power.

1.3.13 PRE-FLIGHT DUTIES: Pilot-in-command shall be responsible for:

a) Obtaining necessary briefing and familiarize himself with forecast, relevant forms/ information to decide on fuel requirement and alternate course of action if the flight cannot be completed as planned. b) Checking operational flight plan, ATC flight plan and obtaining clearance. c) Ensuring intended flight is planned within the performance limitations of the aircraft. d) Ensuring passengers are briefed thoroughly on:

i) The location of entry door and Page No 23 / 37 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ORGANISATION DUTIES AND CHAPTER 1 Ammendment RESPONSIBILITIES Date

emergency exit and the method of jettisoning them. ii) Location of survival equipment. iii) Location and use of fire extinguisher. iv) Requirements and Instructions regarding wearing seat belts. v) Ditching procedure and use of life jacket and dinghies. vi) Restriction on smoking – Display of placards. vii) Exit from helicopter. viii) Danger of tail rotor. ix) Use of oxygen.

e) The pilot-in-command shall: i) Report at the airport 0:45 hours before the schedules departure. ii) Attend pre-flight medical along with other crew. iii) Check the maintenance status of the helicopter and ensure the helicopter is serviceable for the flight. iv) Make visual inspection of the helicopter exterior. v) Ensure sufficient quantity or fuel and oil of correct grade are available for the proposed flight. vi) Check the distribution of the load and that it is safely fastened and secured. vii) Ensure availability of valid flight release before signing the acceptance as required by CARs. viii) Ensure that other flight crewmembers are adequately briefed.

1.3.14 IN-FLIGHT DUTIES: The Pilot-in-command shall:

a) Ensure use of check list during every phase of flight. b) Ensure that navigation, radio communication, Page No 24 / 37 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ORGANISATION DUTIES AND CHAPTER 1 Ammendment RESPONSIBILITIES Date

position reporting etc; are properly performed. c) Ensure that flight is carried out in accordance with ATC clearance. d) Immediately inform the base of irregularities (technical, troubles, diversion etc. which occurred during the flight and which may have influence on the planning and handling activities on the ground). e) Ensure adherence to flight plan and schedule as closely as possible. f) Ensure all instruction and regulations covering the changes of flight plan and schedule are carefully followed. g) Ensure timely activation of passengers ‘No smoking’ and ‘Seat Belt’ signs when required. h) Be aware of importance of looking after the comfort of the passengers and well being of the crew. i) Ensure reporting of incident/accident as per laid down procedure. j) Ensure avoidance of prohibited areas and danger-restricted areas, when active. k) Ensure recording of engine performance parameters. l) As co-pilot is considered to be in training for a Captain position, a Captain shall afford every opportunity to a Co-Pilot to prepare himself for that position. The Captain when required shall explain methods and procedures, which may not be understood by the Co-pilot.

1.3.15 POST-FLIGHT DUTIES: On completion of the Flight the Pilot- in-command shall ensure:

a) That all snags are entered in the PDR, in the absence of any snags; a Nil entry is made and signed for. Any snags entered in the PDR are to Page No 25 / 37 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ORGANISATION DUTIES AND CHAPTER 1 Ammendment RESPONSIBILITIES Date

be explained, to obviate any misunderstanding with maintenance personnel, and enable them to troubleshoot the snag. b) The completion of the Journey Log Book / equivalent document as required by DGCA.

1.4 CO-PILOT

1.4.1 GENERAL : The Co-pilot

a) Is subordinate to the PIC during the flight and assist the PIC in the management of flight use of helicopter controls and communications in accordance with the directions of PIC. b) Participate in execution of cockpit procedures, emergency procedures. Checklist and instrument approach procedures as directed by the PIC. c) Conduct before and during flight such other duties as the PIC may delegate to him. d) Assume the responsibility of PIC only in the event of latter’s incapacitation. Monitor all RT calls and transmit information as Instructed by the PIC. e) Is expected to report facts, which may influence the quality of the general flight execution to the PIC. f) Should have no doubts about his condition and proficiency before starting and during flight execution. g) Is equally responsible for the safety of flight operations. h) The co-pilot shall be the Second-in-Command. He should avail himself of every opportunity in preparation for the position. He should understand the duties and responsibilities of the Pilot-in-Command in addition to his own at all times, render all material assistance to the pilot- Page No 26 / 37 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ORGANISATION DUTIES AND CHAPTER 1 Ammendment RESPONSIBILITIES Date

in-command and shall carry out all duties pertaining to the operation of the flights as directed by the pilot-in-command.

1.4.2 FLIGHT PREPARATION: The Co-pilot will:

a) Acquaint himself with all relevant particulars and latest instructions concerning type and flight to be flown. b) Advise the PIC if, in his opinion, any aspect of the flight preparation has been overlooked.

1.4.3 FLIGHT EXECUTION: The Co-pilot shall:

a) Read out the check list at the appropriate times and ensure that the same is being complied with. b) Maintain a listening watch and make position reports as and when required. Any message other than normal should have the approval of the Pilot-in-Command while in flight. c) Carry out periodic checks on fuel used/ remaining. d) Monitor flight, engine and other instruments. e) Undertake any other duties that may be assigned by the Pilot-in-Command. f) Perform all duties as described in the company manuals under the supervision of the PIC. g) Be alert on developments which may endanger the safety of the flight; if he believes these developments exist he will. i) Advice the PIC ii) Ask the PIC to take appropriate action iii) If, in his opinion, strong doubts exists as to the physical or mental fitness of the Pilot-in-Command (incapacitation) and/or immediate action is required to prevent a highly critical situation, he Page No 27 / 37 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ORGANISATION DUTIES AND CHAPTER 1 Ammendment RESPONSIBILITIES Date

shall take such action as deemed necessary (if possible in consultation and agreement with other crew members). Note: It is obvious that with the action described above a highly undesirable situation is created. All further initiatives should be aimed at the safe completion of the flight.

1.5 DUTIES AND RESPONSIBILITIES OF FLIGHT ENGINEER : The Flight Engineer shall be responsible for the following :

a) Flight Engineer will carry out preflight inspection of helicopter as per the Flight Manual. b) Responsibility for the scope and quality of the helicopter preparation for flight rests with the Flight Engineer. c) To carry out inspection and pre-flight preparation of flight compartment. d) Preparation of APU and Main Engine for starting. e) To carry out starting of APU Engine. f) To carry out starting of Main Engine. g) To carry out warm up of Power Unit and to check operation of Hydraulic System. h) To carry out testing of engine and other associated systems. i) To carry out shutting down of engines. j) To carry out inspection of helicopter after Power Plant Test. k) To carry out cranking/false start as per requirements. l) To maintain the flight engineer log. m) To assist the PIC in case of any abnormal condition of flight. 1.6 DUTIES AND RESPONSIBILITIES OF CABIN CREW:

a) The cabin crew, where provided and detailed for a flight will be under the direct command and Page No 28 / 37 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ORGANISATION DUTIES AND CHAPTER 1 Ammendment RESPONSIBILITIES Date

supervision of the Pilot-in-Command during the period of their duty and at layover situations. b) Cabin crew roistered for a particular flight shall report to the Captain who will brief them on any special procedure and in consultation with the Sr. Cabin crew allot them their duty stations.

1.6.1 GENERAL DUTIES AND OBLIGATIONS: The cabin crew, where provided shall:

a) Ensure that they maintain the highest standard of discipline, courtesy, and decorum and turn out. b) Report any deficiency noticed in cabin, emergency equipment, cabin cleanliness, catering stocks etc. to the Captain. c) If required by the Captain ensure by means of head count that the number of passengers on board tallies with the number reflected on the trim sheet. d) Ensure that the passengers are fully briefed before take off with regard to safety procedure, which shall include the correct use of passenger oxygen, fastening of seat belts and use of emergency exits. A life jacket demonstration, if required, for over water flights that require carriage of Life Jackets. e) Ensure that all crockery and cutlery are removed before take off and landing from the cockpit/ passenger cabin unless instructed to the contrary by the captain. f) Ensure that all doors are closed and opened on instructions from the cockpit. Ensure that no unauthorized person has access to the cockpit. g) Ensure that they are seated and strapped for take off and landing and during a declared emergency. They shall also ensure that they are seated and strapped whenever instructed by the Captain. Page No 29 / 37 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ORGANISATION DUTIES AND CHAPTER 1 Ammendment RESPONSIBILITIES Date

This does not preclude them taking any action that may be required for the comfort and safety of passengers or in an emergency. h) Immediately bring to the notice of the Captain any suspicious behavior of a passenger, any suspicious article that may be carried by a passenger, any act of rowdism, drunkenness or any violation of passenger notice’ etc. i) Be responsible for receipt, safe custody and delivery of diplomatic bags, pouches and high value consignments on behalf of Captain on his order. j) Not enter the cockpit in flight unless called to attend. This does not preclude entry into the cockpit in an emergency or to make reports, which are required under their duties and responsibilities. k) Ensure that all passengers observe the “Fasten Seat Belt’ and ‘No Smoking’ signs. l) Ensure that aisles and emergency exit are cleared of all baggage and other obstructions. m) Check with the Captain before starting any in flight service. n) Ensure that they do not leave the aircraft without the permission of the Captain at transit stations. o) Only deplane after the passengers and the Captain have deplaned. p) Ensure that the step ladder is securely and properly attached before passengers are permitted to emplane/deplane. q) In case of an emergency evacuation, assist the passengers in an orderly efficient evacuation. r) Ensure that they do not contravene any custom and censorship instructions. s) In case any flight is delayed on ground carry out any service for the passengers or any meal service Page No 30 / 37 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ORGANISATION DUTIES AND CHAPTER 1 Ammendment RESPONSIBILITIES Date

as directed by the captain.

1.6.2 CREW ADVOCACY: It is the responsibility of all aircrew to bring to the attention of the Pilot-in-Command any departure from prescribed procedures and safe practice. This is essential to enable him to take appropriate action. This is especially relevant to all co-pilots, who, due to large experience/ age gap may be hesitant. Any potentially unsafe flight condition shall be brought immediately to the attention of the Pilot-flying (PF) by the Pilot-not-flying (PNF).

1.7 OPERATIONAL CONTROL AND SUPERVISION

1.7.1 GENERAL: The actual day-to-day flight operation of the Company, for NR & WR, will be planned and executed by the respective DGM (Ops), Region through the Base Managers.

He is directly responsible to the GM Region and will exercise overall control over the operations department. He has the functional and administrative authority and responsibility for all flying/ operational activity.

He will be assisted in the discharge of his duties by the other pilots and operational staff assigned to Operational department.

1.7.2 PROMULGATION OF ADDITIONAL OPERATIONS INSTRUCTIONS AND INFORMATION: DGM (Ops) Region will issue Operations Instructions to publicize issues that need immediate attention and compliance. These are to be circulated amongst the crew for positive adherence.

1.7.3 ACCIDENT PREVENTION AND FLIGHT SAFETY PROGRAME: The SMS manual is to be referred for necessary guidance in respect to accident prevention and flight safety.

1.7.4 OPERATIONAL CONTROL: All company helicopter flights will Page No 31 / 37 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ORGANISATION DUTIES AND CHAPTER 1 Ammendment RESPONSIBILITIES Date

be launched with specific approval from persons who have the necessary authority to do so. The details of various type of flights and the designation of approving authority are given below:

Type of Flight Main Base Sub Base Revenue flight GM/DGM (OPS) Base Manager Non-Revenue Ferry GM/DGM (OPS) Base Manager Training / check GM/DGM (OPS) Base Manager Main Test flights GM/DGM (OPS) Base Manager

(In consultation with Engineering)

1.7.5 FLIGHT WITH INVALID CERTIFICATE OF AIRWORTHNESS: No company helicopter shall be released for test flight / ferry without a valid certificate of airworthiness unless the DGM Engineering / QCM obtains a special sanction form the DGCA. Only essential crewmembers shall be carried on such flights.

These flights need special approval from the DGM (Ops) who will consult the DGM Engineering / QCM before arriving at the final decision.

1.7.6 FLIGHT AFTER AN INCIDENT / ACCIDENT: No person shall commence / continue or be permitted to commence / continue a flight following an incident / accident involving suspected damage to the helicopter, unless approved by the GM (OPS) CO/ CMD in consultation with the DGM Engineering / QCM and the necessary clearance is obtained from the DGCA. In all cases where the competence or state of health of the crew is in doubt, a different crew is to be deployed.

1.7.7 FLIGHT FOLLOWING: Flight Following is the process of monitoring the progress of company helicopters, keeping the crew informed of any changes in route, weather and notifying the appropriate authorities of overdue / missing aircraft. Page No 32 / 37 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ORGANISATION DUTIES AND CHAPTER 1 Ammendment RESPONSIBILITIES Date

The pilot in command will make utmost effort to keep his base and customer informed of his position by all available means. The Operational staff of PHHL shall also strive to know the position and further programme of all company helicopters.

1.7.8 POWER OF THE AUTHORITY: Rule 17 of Aircraft Rules 1937 state the following with reference to production of licenses etc.

a) Any license (other than a license issued under Part XIII),certificate, authorization and approval, log book or document granted or required to be maintained under these rules shall, on demand for the purpose of inspection, by magistrate, any police officer above the rank of constable, any custom officer, any commissioned officer of the Naval, military or Air Force of the union, any gazetted officer of the Civil Aviation Department, or any other person authorized by the Central Government by special or general order in writing in this behalf, be produced by the licensee or, in the case of an aircraft or of a licensed aerodrome, by the owner, hirer or person-in- charge thereof. b) Provided that any such license, certificate, authorization and approval, log book or document relating to an aircraft or its personnel which is not by these rules required to be carried in the aircraft shall be produced within seven days of the making of the demand. c) PHHL shall allow the officers of DGCA to inspect the organization at any time to determine its compliance with the Regulations. Such surveillance inspections shall cover the adequacy of the organization’s internal audits, records, and its general ability to comply with the applicable regulations. Page No 33 / 37 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ORGANISATION DUTIES AND CHAPTER 1 Ammendment RESPONSIBILITIES Date

1.7.9 GENERAL INSTRUCTIONS FOR AIRCREW: PHHL is dedicated to providing safe and efficient services. All flight crew are required to cultivate good airmanship qualities and use their ability, knowledge, experience and foresight, supported by carefully considered decisions to attain prime objectives. All crew members, both aircrew and ground crew, are to be familiar with the laws, regulations and procedures pertinent to the performance of their duties, prescribed for the areas to be traversed, the heliports to be used and the air navigation facilities relating thereto.

1.7.10 REPORTING FOR DUTY: All crew when detailed for flight duties shall report in company approved uniform at the Operation Office at the Airport 45 min before the schedules time of departure. Whenever reporting for duty, all aircrew shall be in possession of their valid licenses and necessary documents.

1.8 FOOD CONSUMPTION

1.8.1 PRIOR TO FLIGHT: Crewmembers are cautioned against eating food such as mayonnaise (and products containing mayonnaise such as tartar sauce), custards, cream pastries meat salad, and frozen seafoods prior to and during flight. Crewmembers should be cautious when making selections at eating establishments serving food in buffet style.

1.8.2 DURING FLIGHT: Captain and Co-Pilot must not consume the same type of meal during periods of duty. They must not eat at the same time.

1.9 FIRST AID KIT: Each helicopter shall be equipped with one First Aid Kit. The carriage of first aid kit is mandatory and as required by DGCA under CAR, Section2- Airworthiness, Series “X” Part III, Issue III, dated 12 June 1997. It will be the responsibility of the Engineering Department to ensure the compliance in case of first aid kit. Page No 34 / 37 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ORGANISATION DUTIES AND CHAPTER 1 Ammendment RESPONSIBILITIES Date

1.10 OPERATIONS OF AIRCRAFT OF OTHER ORGANIZATIONS: Flight crew shall not operate any aircraft other than those belonging to PHHL for hire and reward unless specifically authorized to do so by PHHL management.

1.11 SMOKING: PHHL ground and aircrew shall refrain from smoking whilst in uniform and conducting business. Passengers also are not permitted to smoke on board the helicopter.

1.12 CARRIAGE OF PERSONNEL ON TRAINING FLIGHTS: Only the instructor / Examiner DGCA Observer and the trainees shall be carried on training flights.

1.13 AIRCREW STATIONS / USE OF SAFETY HARNESS: (LAP & SHOULDER STRAPS): To ensure timely departure all aircrew are expected to be at their respective stations at least 10 min. before the scheduled time of departure.

All flights crew members shall keep their safety harness (lap & shoulder straps) fastened when at their stations.

1.14 PHOTOGRAPHIC FLIGHTS: Photographic flights will not be undertaken without prior permission from the appropriate authority. In case the cabin doors are required to be kept open, proper safety precautions as regards to handling, seat belts, loose articles etc. will be observed.

1.15 DROPPING OF ARTICLES: The company’s aircraft may be called upon to drop articles such as flowers, leaflets etc. with prior approval from appropriate authority. The aircraft is not to descend below 1000 ft. over populated / congested areas and 500 ft in other area. Height indicated is above the highest obstacle within a radius of 2000 ft from the helicopter.

1.16 SPECIAL OPERATIONS : PHHL may be called upon to undertake special tasks like patrolling of power and pipe lines, hotline washing of insulators, underslung operations, Page No 35 / 37 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ORGANISATION DUTIES AND CHAPTER 1 Ammendment RESPONSIBILITIES Date

for which SOPs will be made and case by case clearance/ approval will be taken from DGCA before commencement of tasks envisaged above.

1.17 DISASTER MANAGEMENT OPERATIONS: Pawan Hans Helicopter may be asked to assist Disaster management teams at short notice for evacuation of personnel, dropping of food packets etc. during said eventualities. Helicopters will be undertaking disaster management operations keeping all safety aspects in mind.

1.18 OPERATIONS IN SUPPORT OF POLICE/ PARA-MILITARY FORCES: Pawan Hans is undertaking flights in support of state police and central para-military forces in certain states in support of anti-naxal activites and may be called upon in future to undertake such tasks across India. The Nature of flights is to ferry officials, state police and central para-military personnel, evacuation of casualties to and from sanitized areas and aerial recee of areas decided by state police and para-military personnel in the field. During these flights, passengers are not permitted to carry arms/amuniation in person as per DGCA Guidelines unless specific clearance from DGCA is obtained by the indenting agency. SOPs for operating flights from present Bases is already approved by DGCA. However, for deployment at any additional Base, SOP will be preapared for which necessary approval will be sought from DGCA.

1.19 STARTING OF HELICOPTER: Company helicopter’s rotor shall not be turned under power without a qualified pilot at the controls.

1.20 PRESS STATEMENTS: Air crew is prohibited for making any statements to the press, especially in the event of an incident / accident.

1.21 ADMINSTRATIVE LAND LINE COMMUNICATION: The station telephone directory incorporating the Telephone/ Fax, Mobile No and pager no of all its officers, throughout the network, exists. The administrative department regularly updates this. Page No 36 / 37 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ORGANISATION DUTIES AND CHAPTER 1 Ammendment RESPONSIBILITIES Date

1.22 ORGANIZATION CHART Page No 37 / 37 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ORGANISATION DUTIES AND CHAPTER 1 Ammendment RESPONSIBILITIES Date

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2.1 REQUIREMENT OF RULES

The Director General Civil Aviation, Government of India has established regulations specifying the limitations applicable to Helicopters Pilots vide CAR, Section 7, FLIGHT CREW STANDARDS Series ‘J’ Part II dated 14 Feb 2000.

2.2 INTRODUCTION

Flying loads body and mind with stress and strain. Depending on the type of aircraft and the type of work involved the strain to body and mind varies. The primary issues governing fatigue and alertness on the flight deck are the amount of sleep/ rest put in before subjecting the body and mind to strain; duration of work; phase of the sleep/wake cycle member involved in the function and their individual competence. In a single day, a flight crew on international sectors, during the course of work may have to cross a number of time zones resulting in additional strain on the body. Moreover, modern jet aircraft flying at very high altitudes at rarified atmosphere also contributes to additional strain and consequent fatigue.

Unlike other materials, Human body has inbuilt capacity to recover from the effect of strain and consequent fatigue. The natural recourse to recovery from fatigue is through proper and adequate rest and sleep.

It is also an accepted fact that the aviation industry requires 24- hour activities to meet operational demands. Flight crew must be available to support 24 hour-a-day operation to meet the industry demand. Therefore shift work, irregular/ unpredictable work schedule will continue to be common components of functioning in aviation industry.

ICAO while recognizing the effect of fatigue on performance has recommended contracting States to establish regulations specifying the limitations applications applicable Page No 2 / 6 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No FLIGHT AND DUTY TIME CHAPTER 2 Ammendment LIMITATIONS (FDTL) Date

to the flight time, flight duty period and rest period for flight crew members. Further it requires that this proviso should ensure that fatigue occurring either in a flight or successive flights or accumulated over a period of time due to these and other tasks do not endanger the safety of a flight.

Even though there is no absolute or perfect solution to the demands of duty and rest scheduling in aviation but these as guiding principles, all the contracting states have regulations for Flight Duty Time, Flight Time and Rest period.

2.2.1 Definitions

Flight Duty Time: The total time commencing from the time of reporting at the airport for the purpose of operating a flight is 45 mins before and ending, minimum 30 minutes after termination of a flight or a series of flights (as per CAR)

Reporting Time: It is time at which crew report at Airport/ Helipad with the intention of undertaking a flight. However for the FTDL computation purpose, it shall be taken minimum 45 minutes before the planned scheduled departure.

Rest Period: The period during which a flight crew is not assigned any duty including operational, managerial, office work and training including simulator training or instructional.

Flight Crew Member: A licensed crewmember charged with duties essential to the operational of an aircraft during a flight duty period.

Split Duty: A flight duty period, which consists of two duties separated by a break.

Break : A period free of all duties, but less than minimum rest period. Page No 3 / 6 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No FLIGHT AND DUTY TIME CHAPTER 2 Ammendment LIMITATIONS (FDTL) Date

Calendar day: 24 hours period commencing at 0000hr. local time.

Suitable Accommodation: A quiet, ventilated and comfortable place with a bed and not open to public.

Aerial Operations: Agriculture Operation, Pipeline Survey, Airport Facilities calibration flights, Leaflet and Flower Dropping flights, Cargo under slunge, Rescue hoist, Aerial Photography, Geographical Survey, Heli-Skiing and other like operations will constitute Aerial Operations.

Dead Heading: The period during which a crew member travels on board any air transport belonging to the company or its agents for the purpose of positioning so as to operate a flight or after completion of flight.

Local Night: A period of ten hours from 2000 hours to 0600 hours local standard time.

Window of Circadian: Low window of Circadian Low is the time period associated with low of performance, alertness, body temperature and of peak fatigue, it is the period between 0200 and 0600 hrs of home base time for flight duty time that cross less than 3 times zones, it is 0200 to 0600 hrs. Home base time for first 48 hours, thereafter it is referred to 0200 to 0600 hrs. of local time at the point of departure.

This Civil Aviation Requirement prescribes flight time/flight duty time limitations and rest requirements. An operator shall establish a flight and duty time limitation and rest scheme for crewmembers in accordance with the proviso of this Civil Aviation Requirement and incorporate the same in their Operations Manual.

Operators shall ensure that all flights are planned to be completed within the allowable flight and duty period taking into account the time necessary for preflight duties. Page No 4 / 6 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No FLIGHT AND DUTY TIME CHAPTER 2 Ammendment LIMITATIONS (FDTL) Date

Flight function including taxing, turn-around time in case of multi sector flights. The nature of operation, existing environmental conditions including winds and anticipated delays due to traffic congestion shall also be kept in consideration while planning flights. Actual flight time shall be used for working out FDTL.

2.3 APPLICABILITY

The Flight Time/Flight duty time limitations and rest period prescribed in the CAR Section 7, Series J, Part II dated 14 Feb 2000 as amended from time to time , shall be applicable to all pilots and flight crew members as per the category of operation. The salient features are as follows :

2.3.1 Flight Duty Time

a) In one day (any 24 consecutive hours) 10hrs b) In any seven consecutive days 60hrs

Time limit given at a) above may be extended to 12 hrs, but not more than three times in any period of 28 consecutive days.

2.3.2 Maximum Flight Time

a) In one day (24 consecutive hours) 7 hrs b) In any 7 consecutive days 30hrs c) In any 28 consecutive days 90hrs d) In any 365 consecutive days 800hrs

2.3.3 Maximum Landings

a) Crew Flying repetitive short sections(Off shore)at an average of 10 or more landings per hour shall have break of at least 30mins away from the helicopter within any continuous period of 3 hours Page No 5 / 6 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No FLIGHT AND DUTY TIME CHAPTER 2 Ammendment LIMITATIONS (FDTL) Date

b) Maximum number of landings in any one day (24 consecutive hours) shall not exceed 60 landings c) Record of all landings shall be maintained.

2.3.4 6/3 ON/OFF Schedule Helicopter Pilots engaged in 6weeks ON schedule, a minimum of 3 weeks OFF period shall be mandatory. Flight and Duty time limitations and landing limitation shall not be exceeded in this type of duty schedule Page No 6 / 6 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No FLIGHT AND DUTY TIME CHAPTER 2 Ammendment LIMITATIONS (FDTL) Date

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3.1 NAVIGATION EQUIPMENT: Dauphin SA 365 N, N3 MI-172, Bell-407, Bell-206 L4 and ALH (Dhruv) have navigation equipment as per manufactures specifications. Minimum navigational equipment for IFR cleared aircraft includes:-

a) RMI b) HSI c) COMPASS d) VOR e) GPS. (Not to be treated as a primary navigation aid).

In addition to the equipment laid down in CAR Section 2, Series “I”, Part II for helicopters to be operated in accordance with Visual Flight Rules, Instrument Flight Rules and on flight over water, MI-172 and Dauphin helicopters of PHHL are to be equipped with the following navigational equipment:

a) One/Two VOR /ILS receivers with associated cockpit displays. b) One/Two A.D.F sets. c) D.M.E d) Marker Beacons. e) G.P.S (Not to be used as primary navigational aid.) f) Altitude encoding transponder. g) Weather Radar. h) Radio Altimeter with altitude alert.

Where the client / circumstances so mandate, the contracted helicopter may be fitted with any additional equipment as necessary. This could be a VHF homer or a HF SSB radio or VHF FM radio operating on Marine frequencies. Page No 2 / 2 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD OPERATIONS MANUAL Ammendment VOLUME- 1 No NAVIGATION EQUIPMENT TO BE CHAPTER 3 Ammendment CARRIED Date

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4.1 MAINTENANCE OF RADIO LISTENING WATCH: PHHL pilots shall wear their radio handsets all times from the time they enter the cockpit prior to departure till the time they leave the cockpit upon completion of the flight. The PIC shall ensure that a continuous listening watch is maintained on VHF throughout the flight. Relevant frequencies for the sectors involved are listed in en-route charts and should be used for such communication. ATIS weather broadcast is available at all major aerodromes on 126.4 MHz. Pilots must receive weather information on this frequency prior to departure and before landing.

4.2 EMERGENCY FREQUENCY: 121.5 MHz is the universal Aeronautical Emergency Frequency for ‘use by aircraft in distress. Emergency location Beacons transmit on this frequency. It is a sound airmanship practice to monitor 121.5 MHz and 406.025 MHz is additional frequency w.e.f 01 Feb 09 .

4.3 CATEGORIES OF MESSAGES/ORDER OF PRIORITY: The following categories of messages shall be handled by the aeronautical mobile service in the given order of priority. Page No 2 / 3 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No CIRCUMSTANCES FOR MAINTAINING CHAPTER 4 Ammendment LISTENING WATCH Date

Category of Messages Radiotelephone Signal

Distress messages and distress traffic MAYDAY

Urgency Messages PAN

Communication relating to direction finding -

Flight safety messages, e.g. position report, clearance message -

Meteorological messages -

Flight regularity messages, e.g. changes in aircraft and/ or crew schedule, diversions. -

4.4 WORD SPELLING: For word spelling the radio telephony spelling alphabet shall be used.

4.5 CORRECTION AND REPETITIONS

a) When an error has been made in transmission, the word CORRECTION shall be spoken, the last correct group or phrase repeated, and then the correct version transmitted. b) When it is considered that reception of a message is likely to be difficult, important elements should be transmitted twice. c) If the repetition of a message or parts of it is required, the words SAY AGAIN shall be spoken e.g SAY AGAIN ALL BEFORE. SAY AGAIN ALL AFTER,… SAY AGAIN…. d) Specific items should be requested as appropriate, such as SAY AGAIN ALTIMETER, SAY AGAIN WIND. e) If a read back contains incorrect items the words NEGATIVE I SAY AGAIN, FOLLOWED BY THE CORRECT VERSION, shall be transmitted. Page No 3 / 3 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No CIRCUMSTANCES FOR MAINTAINING CHAPTER 4 Ammendment LISTENING WATCH Date

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5.1 MINIMUM HEIGHTS: The cruise portion of a flight shall be conducted in terms of flight levels. Flight Level is to be used where applicable, above the lowest useable Flight Level above the transition altitude. Altitude is used for flight below the lowest Flight Level or, where applicable at a below the transition level.

5.1.1 MINIMUM FLIGHT ALTITUDES: The minimum Safety Altitudes are established by DGCA for the ATS routes in India. The width of the route within which the safety altitudes is applicable is also published. These are promulgated as Minimum en-route IFR Altitude or Flight levels.

In establishing the Minimum En-route Safety Altitude, the factors taken into consideration are the accuracy with which the position of the aircraft can be determined, the probable inaccuracies in the indication of the altimeters, the characteristics of the terrain, the probability of encountering unfavorable meteorological conditions, possible inaccuracies in aeronautical charts, etc.

The objectives behind promulgation of these Minimum En- route Safety Altitudes are to provide adequate terrain clearance along the routes, and to indicate the lowest Flight Level, below which Air Traffic Services are not provided.

In view of the above, it is imperative that the Minimum En- route Safety Altitude / Flight Levels, promulgated by DGCA, which are reflected in Jeppesen Route Manual, are not infringed. The aircraft should not be described on an IFR Flight Plan or when Flying in IMC, below the Minimum En- route Safety Altitude (flight Levels) laid down by Jeppesen Route Manual, until such time the aircraft is over the primary navigational aid at the destination, i.e VOR or NDB. Only when the position is positively established over the primary aid is the aircraft to descend further for a landing in accordance with the descent and approach procedures prescribed for various aids in use. Page No 2 / 8 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No MINIMUM FLIGHT ALTITUDES CHAPTER 5 Ammendment Date

The following are the exceptions to this rule:

a) The aircraft is in VMC and will continue to be in VMC, i.e it is positively in visual contact with the ground, in which case it can descend to a height providing terrain clearance of not less than 2000 ft. above the highest obstacle in the vicinity before joining the circuit of landing pattern. b) In IMC, if the aircraft position is positively established within the initial approach area by reference to radio aid (s) capable of providing a fix with high degree of accuracy. c) The aircraft position is positively determined and its progress monitored by Radar.

5.1.2 MINIMUM CRUSING LEVELS: VFR FLIGHTS: For minimum cruising levels the International standards as in ICAO Annex 2 ‘Rules of the Air” shall apply that is:

a) Over designated mountainous terrain at a height that is at least 2000 feet above the highest obstacle within 5 nautical miles of the intended track of the aircraft. a) Except as in (a) above, at a height that is at least 1000 ft. above the highest obstacle within 5 nautical miles of the intended track of the aircraft.

5.1.3 MINIMUM ENROUTE IFR ALTITUDE (MEA): The lowest published altitude between radio fixes that meets obstacles clearance requirements between those fixes and in many countries assures acceptable navigational signals coverage. The MEA applies to the entire width of the airways, segment, or route between the radio fixes defining the airway, segment, or route. Page No 3 / 8 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No MINIMUM FLIGHT ALTITUDES CHAPTER 5 Ammendment Date

5.1.4 MINIMUM OBSTRUCTION CLEARANCE ALTITUDE (MOCA): The lowest published altitude in effect between radios fixes on VOR airways, airway route, or route segments which meets obstacles clearance requirements for the entire route.

5.1.5 MINIMUM OFF-ROUTE ALTITUDE (MORA): This is an altitude derived by Jeppesen. The MORA provides known obstruction clearance 10 nm either side of the route centerline including a 10nm radius beyond the radio fix reporting or mileage break defining the route segment. For terrain and man made structure clearance refers to Grid MORA.

5.1.6 GRID MINIMUM OFF- ROUTE ALTITUDE (Grid MORA): An altitude derived by Jeppesen or provided by State Authorities. The Grid MORA provides terrain and man-made structure clearance within the section outlined by altitude and longitude lines. MORA does not provide for NAVAID signal coverage or communication coverage.

5.1.7 MINIMUM RECEPTION ALTITUDE: The lowest altitude at which an intersection can be determined.

5.1.8 MINIMUM SAFE ALTITUDE (MSA): Altitude depicted on an instrument approach chart and identified as the minimum safe altitude, which provides a 1000’ obstacle clearance within 25nm radius from the navigational facility upon which the MSA is predicated. If the radius limit is other than 25nm, it is stated. This altitude is for EMERGENCY USE ONLY and does not necessarily guarantee NAVAID reception. When the MSA is divided into sectors, with each sector a different altitude, the altitudes in these sectors are referred to as “minimum sector altitudes”.

5.1.9 OPERATING ALTITUDES: In VFR, Company helicopters shall be operated at such a height that will allow an engine-off landing to be carried out safely. Except when necessary for Take-off or Landing or except by following the prescribed Page No 4 / 8 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No MINIMUM FLIGHT ALTITUDES CHAPTER 5 Ammendment Date

routes or procedures promulgated by authorities, aircraft should not be flown over the congested areas or cities, towns or settlements or over an open-air assembly of persons, unless at such a height as will permit, in the event of an emergency, a landing to be made without undue hazard to persons or property on ground. This height shall not be less than 1000 ft. above the highest obstacle within a radius of 2000 ft. from the aircraft. Elsewhere than as specified above, the height shall not be less than 500 ft. above the ground or water.

Whenever weather conditions prevail better than the minima prescribed, pilots shall select the best operating height consistent with the flying task. In order to determine this height, they shall take the following factors carefully into consideration.

a) The route safety height. b) The aircraft type, AUW, its autorotative characteristics and the height loss involved in a 180 Degree turn which may be necessary to effect a landing into wind. c) Particularly at night and in condition of minimum or near minimum visibility, the possibility of pressure changes which may affect the reliability of the altimeter when information concerning pressure changes is not normally available. d) The requirement to maintain vertical cloud separation of 1000 feet by day and 2000 feet by night.

Every effort must be made to adhere to the quadrantal altitudes / flight levels laid down by the DGCA for the magnetic track flown by the helicopter.

The pilot-in-command must ensure that the mass of the helicopter is so planned that in the event of failure of the Page No 5 / 8 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No MINIMUM FLIGHT ALTITUDES CHAPTER 5 Ammendment Date

critical engine, the helicopter would not descend below the MSA with the good engine operating at appropriate power.

5.1.10 ALLOWANCE FOR WIND SPEED: When operating within 20 nm of terrain whose maximum elevation exceeds 2000 ft., the Pilot-in-Command is to increase the standard MOCA/ MORA by the amounts given in the following table, according to the wind speed over the route:

Terrain Wind Speed in knots Elevation

0-30 31-50 51-70 >70

2000’-8000’ +500’ +1000’ +1500’ +2000’

>8000’ +1000’ +1500’ +2000’ +2500’

5.1.11 ALLOWANCE FOR TEMPERATURE DEVIATION: In the event that flights take place where the surface ambient temperature enroute is well below the ISA value, minimum safe altitude must additionally be corrected as follow:

Surface Temperature Correction to MOCA/MORA ISA-16 C to ISA-30 C MOCA/MORA + 10% ISA-31C to ISA -50C MOCA/MORA + 20% ISA-51 C or below MOCA/MORA + 25%

5.1.12 TAKE OFF: The Captain shall not commence take off unless the weather conditions at the aerodrome of departure are equal to or better than the applicable minima for landing on anyone runway of the departure aerodrome unless a Take Off Minima has been filed separately.

When the reported meteorological visibility is below that required for take off and RVR is not reported, a take off may only be commenced if the commander can determine that Page No 6 / 8 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No MINIMUM FLIGHT ALTITUDES CHAPTER 5 Ammendment Date

the RVR Visibility along the take off runway is equal to or better than required minima.

5.1.13 TAKE OFF ALTERNATE: An alternate airport at which an aircraft can land should it became necessary, shortly after take off and it is not possible to land at the departure aerodrome. The take off alternate must be available within one hour of flying time based on normal cruise speed with one engine inoperative in still air conditions.

5.1.14 INFLIGHT PROCEDURES: A flight shall not be continued towards the aerodrome of intended landing unless the latest available meteorological information indicates that conditions at that aerodrome or at least one alternate aerodrome will at the expected time of arrival be at or above the filed minima.

Except in case of an emergency, an aircraft shall not continue its approach to land at any aerodrome beyond the point at which the limits of the operating minima specified for the aerodrome would be infringed.

5.1.15 INSTRUMENT APPROACH TO LAND PROCEDURE: When weather conditions are below the landing minima and a diversion is advised the pilot shall not have the option to attempt an instrument approach to land unless an emergency situation exists.

5.1.16 DESCENT BELOW MDA/DA: An aircraft shall not descend below DA/DH or MDA/MDH unless:

- The ‘required visual reference’ has been established with regards to the approach threshold of that runway, or approach lights or other markings identifiable with the approach end of the runway, and - The aircraft is in a position from which, at normal rate of descent, a landing can be made on the Page No 7 / 8 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No MINIMUM FLIGHT ALTITUDES CHAPTER 5 Ammendment Date

intended runway, using normal manoeuvres - The required visual reference” means that section of the visual aids or of the approach area which should have been in view for sufficient time for the pilot to have made an position, in relation to the desired flight path if on reaching DH/MDA or anytime thereafter any of the above requirements are not met the Pilot shall immediately execute the prescribed missed approach.

5.1.17 PROHIBITION OF LANDING BELOW MINIMA: All operations below the filed minima are strictly prohibited. No aircraft shall commence or visibility/ RVR is below minima. Landing below the minima is only permissible in an emergency. In such cases a report shall be made to General Manager or DGM (Ops) within 24 hours. However PHHL’s visibility minima is as applicable for helicopters by the regulatory authority.

5.1.18 OPERATIONS CONTROL: For Take off and landing when the meteorological visibility is reported by visual observation, the Pilot-in-Command (PIC) can make his own observation of the visibility.

If the RVR observation are instrument derived they will be treated as accurate and final, and the PIC cannot exercise operations control. Page No 8 / 8 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No MINIMUM FLIGHT ALTITUDES CHAPTER 5 Ammendment Date

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6.1 GENERAL: Before an aerodrome/ heliport/helipad is utilized for PHHL operations it shall have been approved by Flight operations. As a general policy, operations will only be permitted at an aerodrome/ heliport provided the aircraft type concerned can operate to and from the aerodrome/heliport utilizing normal operating procedures.

Note: Operating minima of offshore helidecks, have the same requirements as of aerodrome/heliport.

6.2 CREW REQUIREMENTS: The flight crew must have knowledge of the aerodrome/ heliports to be flown, so the DGM (OPS) will decide the training required for each individual aerodrome/heliport/helipad, taking into consideration the following conditions:

a) The influence of the terrain and obstruction on approach and departure procedure. b) The similarity of the instrument approach procedures and let down aids to those with which the flight crew is familiar. c) The influence of marginal runway/landing surface dimensions and aircraft performance limitations. d) The reliability of meteorological forecasts and the probability of difficult meteorological conditions. e) The adequacy of available aerodrome information. f) The nature of air traffic control procedures and familiarity of the flight crew with such procedures. g) The influence of route conditions including terrain, navigational aids and air/ground communication facilities. h) The practicability of enabling the flight crew to familiarize itself with unusual approach, Page No 2 / 12 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No HELIPORT / HELIPAD/AIRPORT CHAPTER 6 Ammendment OPERATING MINIMA Date

departure and en-route features by use of ground instruction, synthetic training aids, or adequate self-briefing material.

6.3 AERODROME/HELIPORT/ HELIPAD REQUIREMENTS: The normal operating procedures shall apply not only for the approach/landing and takeoff phases, but shall cover all forms of ground handling and operations. Only in the case of emergency shall an aerodrome/ heliport that has not been approved for the helicopter type concerned be utilized at the Commander’s discretion.

In approving an aerodrome/ heliport for PHHL operation the following points shall be considered:

a) Aerodrome dimension with regard to performance requirements, including taxing and parking requirements; b) ATS facilities, including the availability of visual and non-visual aids; c) The SAR facilities and Capabilities; d) Local conditions such as weather, terrain, or political aspects which may affect operations; e) Ground service facilities for fuelling, loading, cleaning and general handling using normal operating procedures; f) Flight Operations may approve special flights or series of flights to aerodromes/heliports not fulfilling the above requirements. g) The helipad is secure.

6.3.1 AERODROME/HELIPORT/HELIPAD OPERATING MINIMA: The Aerodrome/Heliport/ Helipad Operating Minima is defined as the limit of usability for either Take-Off or Landing, usually expressed in terms of visibility of RVR, Decision Page No 3 / 12 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No HELIPORT / HELIPAD/AIRPORT CHAPTER 6 Ammendment OPERATING MINIMA Date

Height/ altitude or Minimum descent Height/Altitude and Cloud conditions.

The meteorological condition of a particular aerodrome shall be considered as below the minima for that aerodrome when cloud amount is greater than 4/8th in any one layer below the specified ceiling or the visibility (when RVR is not reported) falls below the specified RVR/ Visibility distance values.

6.3.2 AERODROME OPERATING MINIMA FOR OPERATORS WHO HAVE NOT ESTABLISHED THEIR MINIMA FOR AERODROME IN INDIA (REFER INDIA RAC PAGE 3-4 PARA 6).

a) FOR AERODROMES WITH INSTRUMENT APPROACH PROCEDURE: i) Visibility / RVR 3.7 Kms for non- precision approach procedures and 1500 meters for precision approach procedures CAT-1. ii) DA/H and / or MDA h not lower than the promulgated OCA/H./DA/H and)

b) FOR AERODROMES WITHOUT INSTRUMENT APPROACH PROCEDURE: i) Under Visual Meteorological Conditions (VMC) only. ii) Take Off minima shall be the same as that of landing minima unless otherwise specified / approved.

6.3.3 AUTHORIZATION OF SPECIAL VFR FLIGHTS:

a) When traffic conditions permit, special VFR Flights may be authorized subject to the approval from the unit providing approach control service and the provisions of sub-paras b), c), & d) hereafter- Page No 4 / 12 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No HELIPORT / HELIPAD/AIRPORT CHAPTER 6 Ammendment OPERATING MINIMA Date

i) Requests for each authorizations shall be handled individually. ii) Separation shall be affected between all special VFR flights and between such flights & IFR flights in accordance with the separation minima applicable for IFR flights.

b) When the ground visibility is not less than 1500 m special VFR flights may be authorized to enter a control zone for the purpose of landing or to take off and depart directly from a control zone, if the aircraft are equipped with functioning two-way VHF RT for communication with appropriate ATC units: i) Provided that performance class I and performance Class II helicopters may be authorized to operate special VFR flights when the ground visibility is not less than 1000 m (Refer CAR, Section 8, Series ‘O’ Part I dated 06 Sep 04) or as amended from time to time. ii) Helicopter operation in less than 1500 m flight visibility shall be maneuvered at a speed that will give adequate opportunity to observe other traffic or any obstacles in time to avoid collision.

c) Special VFR flights may be authorized to operate locally within a control zone when the ground visibility is not less than 1500 m, provided. i) The aircraft is equipped with functioning radio receiver and the pilot has agreed to guard the appropriate communication frequency: or Page No 5 / 12 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No HELIPORT / HELIPAD/AIRPORT CHAPTER 6 Ammendment OPERATING MINIMA Date

ii) If the aircraft is not equipped with a functioning radio receiver, adequate arrangements have been made for the termination of the flight.

d) Special VFR flights shall be operated only by or Flight Instructor rating- or undergone Special VFR operation capsule vide DGCA CAR, Section 8, Series ‘O’, Part-I dated 06, Sep 04, or as amended from time to time.

Note: For helicopter landing operations heliport operating minima below 800 m visibility should not be authorized unless RVR information or some other means of accurate measurement is provided (Ref is made to the CAR Sec 8, Series “O” Part IV dated 17 Jan 2011. Meteorological condition at either aerodrome of intended landing or at least one alternate aerodrome will, at the expected time of arrival, be at or above the Aerodrome Operating Minima.

6.3.4 METHOD OF DETERMINING AERODROME / HELIPORT OPERATING MINIMA: The requirements of establishing aerodrome-operating minima are laid down in Para 2.2.8 of CAR Section82, Series ‘O’ Part-IV. While establishing the operating minima full account will be taken care of the type, performance and handling characteristics of the helicopter, the composition of the flight crew, their competence and experience, the declared distances, the adequacy and performance of the available visual and non-visual ground aids, the equipment available on the helicopter for the purpose of navigation and/or control of the flight path during the approach to landing and missed approach, the obstacle in the approach and missed approach areas and the obstacle clearance altitude / height for the Instrument approach procedures, the means used to determine and report meteorological conditions and the obstacles in the climb-out areas and necessary clearance margins. Page No 6 / 12 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No HELIPORT / HELIPAD/AIRPORT CHAPTER 6 Ammendment OPERATING MINIMA Date

In conjunction with Paras 2.2.8.3 & 2.2.8.4 of the subject CAR, the technical and operating factors associated with the method of determining and supervising aerodrome operating minima for takeoff, non-precision, precision approaches up to and including ILS Cat-1, will be based on the ICAO Manual of All weather Operations Doc 9356-AN/ 910, 2nd Edition.

6.3.5 THE MEANS USED TO DETERMINE AND REPORT METEOROLOGICAL CONDITION ARE:-

a) Telephonically. b) By FAX c) Satellite imageries.

6.4 Surface –level heliports

Note: -The Following specifications are for surface-level land Heliports.

6.4.1 DIMENSION OF FATO : A surface-level heliport shall be provided with at least one Final approach and take- off areas (FATO).

Note: -A FATO may be located on or near a runway strip or taxiway strip.

The dimension of a FATO shall be:

a) for a heliport intended to be used by performance class 1 helicopters, as prescribed in the helicopters flight Manual except that, in the absence of width specifications, the width shall be not less than 1.0 times the over all length/ width, whichever is greater, of the longest/widest helicopter the heliport is intended to serve; b) for a water heliport intended to be used by performance class 1 helicopters, as prescribed in a) above, plus 10 percent; Page No 7 / 12 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No HELIPORT / HELIPAD/AIRPORT CHAPTER 6 Ammendment OPERATING MINIMA Date

c) for a heliport intended to be used by performance class 2 and 3 helicopters, of sufficient size and shape to contain an area within which can be drawn a circle of diameter not less than 1.0 times the over-all length/width, whichever is greater, of the longest/widest helicopter the heliport is intended to serve; and d) for a water heliport intended to be used by performance class 2 and 3 helicopters, of sufficient size to contain an area within which can be drawn a circle of diameter not less than two time the over-all length/width, whichever is greater, of the longest/widest helicopter the heliport is intended to serve. Note:- Local conditions, such as elevation and temperature, may need to size of a FATO. Guidance is given in the ICAO Heliport Manual.

6.4.2 The over-all slope in any direction on the FATO shall not exceed 3 percent. No portion of a FATO shall have a local slope exceeding:

a) 5 percent where the heliport is intended to be used by performance class 1 helicopters; and b) 7 percent where the heliport is intended to be used by performance class 2 and 3 helicopters 6.4..3 The surface of the FATO shall:

a) be resistant to the effects of rotor downwash; b) be free of irregularities that would adversely affect the take-off or landing of helicopters; and c) have bearing strength sufficient to accommodate a rejected take-off by performance class 1 helicopters.

The FATO shall provide ground effect. Page No 8 / 12 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No HELIPORT / HELIPAD/AIRPORT CHAPTER 6 Ammendment OPERATING MINIMA Date

6.4.4 Touchdown and lift-off areas

At least one touchdown and lift-off area shall be provided at heliport.

Note: -The touchdown and lift-off area may or may not be located within the FATO.

The touchdown and lift-off area (TLOF) shall be of sufficient size to contain a circle of diameter 1.0 times the length or width of the undercarriage, whichever is the greater, of the largest helicopter the area is intended to serve.

Note: - A touchdown and lift-off area may be of any shape.

Slopes on a touchdown and lift-off area shall be sufficient to prevent accumulation of water on the surface of the area, but shall not exceed 2 per cent in any direction.

A touchdown and lift-off area shall be capable of withstanding the traffic of helicopters that the area is intended to serve.

6.5 Safety Areas

6.5.1 A FATO shall be surrounded by a safety area.

a) A safety area surrounding a FATO intended to be used in visual meteorological condition (VMC) shall extend outwards from the periphery of the FATO for a distance of at least 3m or 0.25 times the over-all length/width, which is greater, of the longest/widest helicopter the area is intended to serve. b) A safety area surrounding a FATO intended to be used by helicopter operations in instrument meteorological conditions (IMC) shall extend: i) laterally to a distance of at least 45 m on each side of the center line; and Page No 9 / 12 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No HELIPORT / HELIPAD/AIRPORT CHAPTER 6 Ammendment OPERATING MINIMA Date

ii) longitudinally to a distance of at least 60 m beyond the ends of the FATO.

c) No fixed object shall be permitted on a safety area, except for frangible objects, which, because of their function, must be located on the area. No mobile object shall be permitted on a safety area during helicopter operations. d) Objects whose functions require them to be located on the safety area shall not exceed a height of 25 cm when located along the edge of the FATO nor penetrates plane originating at a height of 25 cm above the edge of the FATO and sloping upwards and outwards from the edge of the FATO at a gradient of 5 per cent. e) The surface of the safety area shall not exceed an upward slope of 4 percent outwards from the edge or the FATO. f) The surface of the safety area shall be treated to prevent flying debris caused by rotor downwash. g) The surface of the safety area abutting the FATO shall be continuous with the FATO and be capable of supporting, without structural damage, the helicopters that the heliport is intended to serve.

6.6 Helidecks

The following specifications are for helidecks located on structures engaged in such activities as mineral exploitation, research or construction.

Final approach and take-off area and touchdown and lift- off area.

Note:- On helidecks it is presumed that the FATO and the touchdown and lift-off area will be coincidental. Guidance on the effect of airflow direction and turbulence, prevailing wind velocity and high temperatures from gas turbine Page No 10 / 12 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No HELIPORT / HELIPAD/AIRPORT CHAPTER 6 Ammendment OPERATING MINIMA Date

exhausts or flare radiated heat on the location of the FATO is given in the ICAO Heliport Manual.

A helideck shall be provided with at least one FATO.

A FATO may be any shape but shall, for a single main rotor helicopter or side-by-side twin main rotor helicopter, be on sufficient size to contain an area within which can be drawn a circle of diameter not less than 1.0 times D of the largest helicopter the helideck is intended to serve, where D is the largest dimension of the helicopter when the rotors are turning.

Where Omni-directional landings by helicopters having tandem main rotors are intended, the FATO shall be of sufficient size to contain an area within which can be drawn a circle of size to contain an area within can be drawn a circle of diameter not less than 0.9 times the distance across the rotors in afore and aft line. Where these provisions cannot be met, the FATO may be in the form of a rectangle with a small side not less than 0.75 D and a long side not less than 0.9 D but within this rectangle, bi-directional landings only will be permitted in the direction of the 0.9 D dimension.

No fixed object shall be permitted around the edge of the FATO except for frangible objects, which, because of their function, must be located thereon.

Objects whose function requires them to be located on the edge of the FATO shall not exceed a height of 25 cm.

The surface of the FATO shall be skid-resistant to both helicopters and persons and be sloped to prevent pooling of liquids. Where the helideck is constructed in the form of a grating, the under deck design shall be such that ground effect is not reduced. Page No 11 / 12 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No HELIPORT / HELIPAD/AIRPORT CHAPTER 6 Ammendment OPERATING MINIMA Date

Fire fighting services will be provided as per following category .

a) H1 Upto 15 mts length.of Helicopter H2 Upto 24 mts length of Helicopter H3 24 to35 mts length of Helicopter

b) Extinguishing agent : AFFF.

H1 500lts with discharge rate of 250lts per minute. Dry Chemical 23 kgs or 23kg Halon or 45 kgs CO2 H2 1000lts with discharge rate of 500lts per minute. CO2 - 90kgs or Dry Chemical- 45 kgs or 45kg Halon H3 1600 lts with discharge rate of 800 lts per minute CO2- 180kgs or Dry Chemical 90 kgs or 90kgs Halon

Note: For more details please refer CAR Sec.4 Series ‘B’ Part III. Page No 12 / 12 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No HELIPORT / HELIPAD/AIRPORT CHAPTER 6 Ammendment OPERATING MINIMA Date

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7 REFUELLING WITH PASSENGERS ON BOARD: Refueling of PHHL helicopter is not to be carried out with passengers on board or while passenger are embarking /disembarking.

7.1 Fuelling precautions

a) Minimum (only directly involved) persons to be on the helideck/helipad. b) One pilot to leave the helicopter to supervise the refueling operation. c) An additional deck hand to stand by with portable fire extinguisher next to the helicopter.

7.2 In the event of an Fire Emergency while Refueling, accomplish the following as quickly as possible:-

a) Stop fuel flow; b) Separate helicopter and service unit; c) Sound alarm; d) If it is considered reasonable and safe to do so, attempt a rescue and /or contain fire.

7.3 All other instructions concerning refueling of helicopters at bases are covered as per the relevant CAR. Page No 2 / 2 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No REFUELLING WITH PASSENGERS CHAPTER 7 Ammendment ON BOARD / ROTORS RUNNING Date

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8.1 PASSENGER HANDLING: As a normal operational practice, the customer takes care of this pre-flight requirement. However, when charter flights are undertaken for ad-hoc customers, PHHL staff must carry out the following actions:

a) Receive the manifest from the customer. b) Request for passenger to report for check-in at least 30 minutes before the scheduled departure time. c) Verify bonafide of passengers and ensure they have the authority to travel. d) Weigh the baggage and cargo on a calibrated weighing scale. e) Prepare a company manifest showing the names of passengers and weights of baggage and cargo. f) Ensure the total weight does not exceed the payload offered by the crew. g) Conduct a video briefing, at Mumbai Helibase, Port Blair and Lakshdeep areas, in case of non- availability of suitable facilities, arrange an oral briefing. h) Report to the operating crew the readiness of passengers and, when so directed, escort passengers to the helicopter after carrying out security check of men and material.

The traffic staff and crew shall not permit any person to enter or be in the helicopter when under the influence of alcohol or drug to the extent that the safety of the helicopter or its occupants is likely to be endangered.

8.2 PASSENGERS EMBARKING OR DISEMBARKING WITH ROTOR TURNING: It is the responsibility of the Captain to take all necessary precautions to ensure that passenger do not embark or disembark the helicopter without permission. If embarkation or disembarkation is to take Page No 2 / 14 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No GROUND HANDLING CHAPTER 8 Ammendment Date

place with the rotors turning, the Pilot-in-Command is responsible for ensuring safe passenger guidance to and from the helicopter by personnel knowing the necessary safety requirements for such embarkation and disembarkation for the aircraft type involved.During embarking or disembarkation, the guide personnel must ensure that no passenger or equipment comes in dangerous proximity with the rotors, or otherwise jeopardizes the safety of the passengers, equipment, or helicopter.

If the helicopter is equipped with more than one passenger door, embarkation or disembarkation may only take place from doors to which a specific passenger’s guide is assigned (if there are two guides, and two doors, one guide should be assigned to each door).

During embarkation or disembarkation the guide (s) shall take position behind the door, preventing the passengers from passing in the direction of the tail rotor, and allowing them to watch the passengers away from the aircraft in the direction which ensures the greatest rotor clearance.

To ensure proper and alert supervision of the passengers during the embarkation and disembarkation, the guide (s) may not load/unload any cargo or baggage while any passengers are embarking or disembarking.

No passenger may embark or disembark the aircraft during rotor start or rotor shutdown. No vehicle may approach inside 5 meters form the rotor discs while the rotors are turning.

At least one pilot must stay at the flight controls at all times as long as the rotors the rotors are turning or the engines are running.

NOTE: Embarkation or disembarkation from helicopters with the rotors turning close to the ground should be Page No 3 / 14 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No GROUND HANDLING CHAPTER 8 Ammendment Date

avoided, and the pilot should, as far as practicable shut down the engines and stop the rotor before passenger embarking or disembarkation take place.

Passenger seating shall be conducted so that person likely to be useful in assisting in aircraft evacuation shall be seated near emergency exists. Such persons should seem to be reasonably strong and fit.

8.2.1 CHILDREN / INFANT, SICK PASSENGERS WITH REDUCED MOBILITY Individuals who seem likely to impede aircraft evacuation should be seated such that they will not hamper access to emergency equipment or emergency exists, or otherwise impede the crew in carrying out their duties. Such persons are:

a) Persons who are physically or mentally handicapped to the extent that they would have difficulty in moving quickly if asked to do so. b) Persons whose sight or hearing is impaired to the extent that they might not readily become aware of instructions given to begin evacuation. c) Children and infants, whether or not they are accompanied by an adult. d) Persons in custody and those who are being deported; and e) Persons whose physical size would prevent them from being able to move quickly.

8.2.2 PERMISSIBLE SIZE AND WEIGHT OF HAND BAGGAGE: No hand baggage is permitted in the helicopters except lady’s purse, binocular, lap top and camera.

8.2.3 SERVICING OF HELICOPTERS: As stipulated by manufacturer in their maintenance manual and servicing schedule approved by DGCA.

8.2.4 PASSENGER BRIEFING: It is the Captain’s responsibility that Page No 4 / 14 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No GROUND HANDLING CHAPTER 8 Ammendment Date

all passengers, ground crew and personnel involved in the operation of the helicopter and its activity are fully briefed upon the procedures and safety instructions when flying in, or working with the helicopters.

Such briefing will be conducted by means of video displays or orally at the helicopter covering all aspects i.e. emergency evacuation, inflation of dingies, Maevest, Disembarkation from helicopters & climbing into Dingies, earmarking of Dingies for each passengers etc. All company helicopters are also to carry in the passenger cabin adequate number of passenger briefing cards, depicting pictorially the use of seat belts, safety appliances and conduct around a helicopter.

The PIC will adhere to the briefing instructions at all times so that his example will install discipline in other persons.

The following points will be covered by the PIC /Cabin Crew in his briefing to the passengers:

8.2.5 SAFE APPROACH/DEPARTURE ROUTES

a) No person may enter or depart from the swept rotor of the helicopter when the prominent red light is flashing, wherever the rotors are stationary or rotating. b) No person may approach or depart the helicopter outside the field of vision of the pilot whether the rotor blades are turning or stationary. Movement behind the helicopter is forbidden.

8.2.6 AUTHORITY TO EMBARK: Passengers will give their names to the Captain of the helicopter prior to embarking with the permission. The Captain will ensure that company staff or client representative, not flying in the helicopter, prior to gettingairborne, knows the names of all passengers/ the name may be left with a responsible person and may be applicable for a day’s operation with the same passengers. Page No 5 / 14 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No GROUND HANDLING CHAPTER 8 Ammendment Date

Passenger manifest will be made for each flight and records kept.

8.2.7 WEARING OF SEAT BELTS: Except when embarking or disembarking, passengers on the helicopters will have their seat belts securely fastened at all times. The Captain/Cabin crew will demonstrate the use of the seat belt. Crew will wear the full harness all the time. (Shoulder & lap strap).

8.2.8 SEAT BELT/NO SMOKING NOTICE: There will be no smoking on company helicopters. Where applicable the notice shall be illuminated all the time.

8.2.9 OPERATIONS ON HELICOPTER DOORS & BAGGAGE COMPARTMENT: Authorized personnel will do operation of helicopter door and cargo door only. However, for off- shore operation the deck man have been trained to operate helicopter door and baggage compartment.

8.3 STOWAGE OF BAGGAGE AND FREIGHT: The Pilot/Cabin crew will brief passengers on the correct method or stowage of baggage and freight for the particular helicopter.

8.3.1 POSITION AND OPERATION OF EMERGENCY EXITS: These will be pointed out and their operation explained to the passengers. The attention of passengers will be drawn to Flight Safety Notice displayed in the helicopter.

8.3.2 SAFETY EQUIPMENT: Passenger’s attention will be drawn to the position of the First Aid Kits and the Fire Extinguishers in the helicopter.

8.3.3 LIFE JACKETS AND ASSOCIATED EQUIPMENT FOR FLIGHT OVER WATER: Life jackets will be worn at all times for flights over water by all occupants of the helicopter. Position of Dinghies and the helicopters Flotation equipment will be indicated to passengers and the method of operation shall be explained to the passengers in the pre flight briefing and passenger briefing card of the Helicopter. Page No 6 / 14 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No GROUND HANDLING CHAPTER 8 Ammendment Date

8.4 COMMUNICATION WITH PASSENGERS DURING FLIGHT: Pilots may communicate with the passengers, through the front row passengers. The above briefing may be given to the passengers in a pre-recorded audio/visual presentation. The Captain / Cabin crew is responsible for ensuring that the passengers have viewed this briefing before departure and after the passengers have embarked briefly highlight the following points after which he shall solicit for questions:

a) Seat Belt Operation and to be securely fastened. b) Emergency Exits c) No smoking d) Baggage under Seat e) Particular Briefing for Lead Passenger.

On multi-sector operations, or when the Captain has to remain at the controls and unable to brief the passengers, the pre take-off briefing may be dispensed with, providing:

a) Ground supervision staff, nominated and approved by PHHL or nominated and approved by the client, are available to pre brief embarking passengers and to supervise the loading and unloading of helicopters, or b) A comprehensive briefing has been given prior to the first flight, and c) No additional passenger have embarked on the helicopter.

8.5 FUELLING

8.5.1 FUEL UPLIFT

a) AT BASE/ OUTSTATION AIRFIELDS: At all airfields where the requisite grade of fuel is available it shall only be taken from IOC/ BP/ HPC or DGCA approved vendor. Page No 7 / 14 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No GROUND HANDLING CHAPTER 8 Ammendment Date

b) FUELLING PROCEDURES/PRECAUTIONS TO BE OBSERVED: Rule 25 A of the aircraft Rules 1937 prescribes the procedure of fueling of aircraft along with various precautions to be observed. CAR Section II, Series H Part II dated 28.04.92 and AIC 10 of 83 lays down various standard procedures recommended for guidance of aircraft operators, oil companies and other concerned authorities in order to minimize risks arising from the hazards due to fuelling operations.

The salient points to be observed by PHHL personnel during refueling are given below:

i) “NO SMOKING” notice to be displayed in the fuelling zone. Aircraft engine shall not be started and ignition switches shall be placed in OFF position. Aircraft electrical, radar and ratio systems shall not be operated, except to provide minimum cabin lighting, parking lights etc. ii) Aircraft and fuelling equipment are connected to each other and to an earth point. Fuel nozzle to the aircraft fuel inlet point. iii) Fire Extinguishers of adequate capacity and of suitable type shall be available for immediate use near the aircraft. iv) No unauthorized persons are within 15 meters of the aircraft. v) No aircraft maintenance shall be conducted which may provide a source of ignition for fuel vapors during refueling operations. Page No 8 / 14 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No GROUND HANDLING CHAPTER 8 Ammendment Date

No naked light or source of ignition within an area of 15 meters. vi) Prior to refueling, fuel samples are checked for impurities, water contamination etc. In case of fuel spillage, fuelling shall cease and engine of the supply unit stopped. Prior to recommencing of fuelling the spilled fuel should be cleaned up.

c) REFUELLING FROM BARRELS/ PROCEDURES/ PRECAUTIONS TO BE OBSERVED (CAR Section 2, Series H, Part III dated 27-8-92.)

a) Before accepting delivery from the supplier, check the state of barrels and that their seals are intact. b) Number of barrels, grade marking, fuel Company’s Inspectors’ marks should be checked against suppliers release and consignment notes. c) Barrels to be stored under cover clear off the ground and in an upright state. d) To minimize risks for fuelling errors different grades of fuel to be stored separately. e) Sample the fuel for contamination prior to each refueling. f) Use micro filter or filter separator for decanting the fuel. g) Allow at least ten minutes for fuel to settle prior to sampling check and dispensation. h) Last three inches of the barrels are not to be used. i) All equipment used in decanting or Page No 9 / 14 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No GROUND HANDLING CHAPTER 8 Ammendment Date

dispensing should be kept in a scrupulously clean condition. j) Fuel from barrels filled with AVGAS/ ATF for a period of six months or more should not be used unless assessed fit by a laboratory test. k) Similar precautions as observed for dispensation of fuel from bowser should be taken to bond pumping equipment, hose nozzle, barrels and aircraft.

8.6 AIRCRAFT LOADING

8.6.1 MULTIPLE OCCUPANCY OF HELICOPTERS SEATS: The seating capacity of the aircraft of the Company will be as per the Aircraft Flight Manual / NSOP.

Note: Total seating in each aircraft shall not exceed the number specified/approved by the DGCA. The seats may, however be reduced at the discretion of Pilot-in-Command depending upon the performance of the aircraft determined by weight, altitude and temperature considerations given in the respective Aircraft Flight Manual. For VIP Flights the aircraft will be flown with a crew of two pilots.

8.6.2 ACTUAL WEIGHTS: While operating at high altitude and off shore, the loading of passenger in Helicopter should be done as per actual weights to ensure at no time the performance graphs are violated during critical phases of flight.

However, where calibrated weighing scales are not available the following weight schedule be considered

Crew 85 Kgs. Adult Passengers (Male/Female) 75 Kgs. Page No 10 / 14 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No GROUND HANDLING CHAPTER 8 Ammendment Date

Children between 2 and 12 years of age 35 Kgs. Infant under 2 years of age 10 Kgs.

8.6.3 LOADING AND RESPONSIBILITY OF PILOT -IN-COMMAND: The ultimate responsibility for the safe loading falls upon the Pilot-in-Command. While accepting the load and Trim sheet the Pilot-in-Command will ensure that:

a) Load is such that the take-off weight of the aircraft does not exceed the maximum certification take-off weight. b) The distribution of the load is such that the structural loading limitations are not exceeded and the limitations on locations of C of G of the loaded aircraft laid down in the Aircraft Flight Manual are satisfied. c) The storage of the load is such that it is secured and cannot shift or break loose and d) It cannot damage the aircraft or otherwise endanger its operations. If the Commander suspects that an aircraft is not loaded in accordance with the load sheet he may order weighing of all Commercial load. If the aircraft is found overloaded it shall be re-loaded as per the Commander’s instructions. In such cases the Commander shall file a report to the Chief Pilot and fill a FSR-1 form for a reportable incident.

8.6.4 LOAD AND TRIM SHEET :Before every flight the load and trim sheet will be prepared by PIC as per flight manual of specific helicopters.

8.6.5 GENERAL LOADING INSTRUCTIONS

a) Long Loads shall be carried horizontally when approaching the aircraft in order to avoid contacting the main or tail rotors. This shall apply Page No 11 / 14 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No GROUND HANDLING CHAPTER 8 Ammendment Date

irrespective of whether the rotor is turning or not. b) All personnel movements must be made around the front of the aircraft, keeping well clear of the engine exhausts. c) Care should be taken to avoid heavy loads being placed on unprotected float tubes. d) Many articles are inadmissible for carriage by air unless certain precautions are taken. When any doubt exists the article is not to be uplifted until clarification has been sought from the IATA Carriage or Restricted Articles and the Company Operations Manual. e) The seats should not be shifted except by suitably briefed and approved personnel who should particularly ensure the security of the seats before use by passengers. f) Personnel: Where personnel only are to be carried, seats should be occupied under the directions of the Captain/cabin crew. g) Personal Baggage/Lightweight Freight – Small items may be stowed under seats. h) The baggage compartment in the tail boom is not to be used except by prior permission of the pilot, hence the importance of offering the manifest to the pilot BEFORE loading commences. i) Carriage of Freight. i) Where freight alone is carried, main passenger compartment first and then, if necessary, the baggage compartment may be used with the pilot’s permission. ii) Whenever freight is carried in the passenger cabin, the restraining nets are to be fastened. Page No 12 / 14 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No GROUND HANDLING CHAPTER 8 Ammendment Date

j) Mixed load (Passenger and Freight) such loads may be carried subject to the following restrictions: i) Each passenger so carried occupies a seat and has unobstructed access to an emergency exist and in the case of offshore operations, access to a life raft. ii) All Freight so carried in the main compartment is to be securely lashed to the floor such that it can be restrained from movement in any direction in the event of a severe turbulence or a severe turbulence or a forced landing or ditching, Normally, the cargo nets carried in each aircraft will satisfy this requirement, but lashing straps are also available for large and awkward shaped loads. ii) Provided Helicopter is certified for above.

k) Rejection of Load for Carriage.

i) Loads may be refused for carriage if the requirements of the foregoing paragraphs cannot be met.

ii) Additionally loads with sharp projections or high point-loading will be refused until all such hazards have been reduced. Where loads of abnormal nature is requires being uplifted, clients are requested to consult the Company for any special precautions to be imposed PRIOR to attempting the uplift. Page No 13 / 14 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No GROUND HANDLING CHAPTER 8 Ammendment Date

8.6.6 SPECIAL LOAD NOTIFICATION: Ground Operations shall give prior intimation to Commander whenever goods requiring special load notification are intended to be carried. Any such load will be signed for by the Commander.

8.6.7 DANGEROUS GOODS: Refer to chapter . 28 for guidance regarding carriage of dangerous goods.

8.6.8 SPECIAL SERVICES REQUIRED OFFSHORE: Refer SOP of offshore operation and chapter 32 of OPS. MANUAL. Also refer Section 7 Series B Part XI. Page No 14 / 14 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No GROUND HANDLING CHAPTER 8 Ammendment Date

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9.1 PROCEDURES FOR PILOT-IN-COMMAND OBSERVING AN ACCIDENT: When Pilot-in-Command observes that either another aircraft or a surface craft is in distress, he shall, unless he is unable, or in the circumstances of the case considers it unreasonable or unnecessary:

a) Keep in sight the craft in distress until such time as his presence is no longer necessary. b) If his position is not known with certainty, take such action as will facilitate the determination of it; Report to the rescue coordination center or air traffic services unit as much of the following information as possible: i) Type of craft in distress, its identification and condition; ii) Its position, expressed in geographical coordinates or in distance and true bearing from a distinctive landmark or from a radio navigation aid. iii) Time of observation expressed in hours and minutes UTC. iv) Whether persons have been seen to abandon the craft in distress, number of person observed to be afloat v) Apparent physical condition of survivors. c) Act as instructed by the rescue coordination center or the air traffic services unit. d) It is very important to maintain discipline in such situation, as people tend to get excited and jam the radio frequency with unnecessary chatter. The radio frequency in use must be left open for communication between the distressed crew and any rescue aircraft. e) As soon as the rescue aircraft reaches the site and acknowledge taking over the rescue operation, other aircraft much leave the vicinity, Page No 2 / 4 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ACTIONS BY PILOTS-IN-COMMAND CHAPTER 9 Ammendment OBSERVING AN ACCIDENT Date

unless specifically asked for by the rescue crew and ATC. f) If the first aircraft to reach the scene of an accident is not a search and rescue aircraft it shall take charge of on scene activities of all other aircraft subsequently arriving until the first search and rescue aircraft reaches the scene of the accident. If, in the meantime such aircraft is unable to establish communication with the appropriate rescue coordination center or air traffic services unit, it shall be mutual, agreement, hand over to an aircraft search and rescue aircraft. g) When it is necessary for an aircraft to direct a surface craft to the place where an aircraft or surface craft is in distress, the aircraft shall do so by transmitting precise instruction by any means at its disposal. h) When it is necessary for an aircraft to convey information to survivors or surface rescue units, and two-way communication is not available, it shall, if practicable, drop communication equipment that would enable direct contact to be established, or convey the information by dropping the message. i) When a ground signal has been displayed, the aircraft shall indicate whether the signal has been understood or not.

9.2 PROCEDURE FOR PILOT-IN-COMMAND INTERCEPTING A DISTRESS TRANSMISSION: Whenever a distress signal and / or message or equivalent transmission is intercepted on radiotelegraphy or radiotelephony by a Pilot-in-Command of an aircraft, he shall:

a) Record the position of the craft in distress if given. Page No 3 / 4 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ACTIONS BY PILOTS-IN-COMMAND CHAPTER 9 Ammendment OBSERVING AN ACCIDENT Date

b) If possible take a bearing on the transmission. c) Inform the appropriate rescue coordination center or air traffic service unit of the distress transmission, giving all available information. d) At his discretion, while awaiting instructions, proceed to the position given in the transmission. Page No 4 / 4 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ACTIONS BY PILOTS-IN-COMMAND CHAPTER 9 Ammendment OBSERVING AN ACCIDENT Date

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10.1 GENERAL: All PHHL helicopters shall be operated by flight crew, adequate in number and description, duly trained, and qualified on the type of helicopter to be flown. DGCA has laid down the minimum flight crew requirements vide CAR Section 8, Series “A”, Part-I, Issue I dated 29 March 94. PHHL shall follow these requirements while determining the crew composition for all its flights.

10.1.1 MINIMUM FLIGHT CREW REQUIREMENTS

a) The number of the flight crewmembers operating any flight shall not be less than that specified in the approved Flight Manual or the Certification of Airworthiness. b) A two pilot crew shall fly all flight on helicopters with seating capacity of 10 or more seats, excluding pilot seat (s). c) A two pilot crew shall fly all flights under Instrument Flight Rules and flight by night. d) A two-pilot crew shall fly all offshore flights. e) All aircraft engaged in carriage of VVIP/VIP should be flown by at least two pilots. f) Aircraft having all-up-weight more than 5700 kgs. shall be flown by at least two pilots. g) Irrespective of all-up-weight, Aerial work aircraft, when engaged in flight Calibration, aerial survey and remote sensing work, shall be flown by two pilots.

SINGLE PILOT OPERATIONS

a) For single pilot operation a pilot should have a minimum of 100 hrs. PIC on type. b) Onshore charter flight may be operated by a single pilot for short duration, provided the weather, terrain and expected workload permit such crewing, and the pilot meets the requirements as mentioned above and relevant CAR. Page No 2 / 11 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No FLIGHT CREW FOR EACH TYPE OF CHAPTER 10 Ammendment OPERATION AND SUCESSION OF COMMAND Date

c) A single pilot who meets the requirements as mentioned above may undertake maintenance test flights.

10.1.2 DESIGNATION OF PILOT-IN-COMMAND: For each flight by the company helicopter, a pilot shall be designated as the Pilot-in-Command..

10.1.3 SUCCESSION OF COMMAND: In the event of the pilot-in- command being incapacitated, the co-pilot will assume the responsibilities of the pilot-in-command and continue the flight to the point of next intended landing.

10.2 ASSIGNMENT OF CREW FOR A FLIGHT/BASES: The following points are to be considered before assigning a crew for flight/ bases:-

a) Adequacy of the crew to execute the task in terms of qualification, familiarity with the Area of operation and recency and experience. b) Crew combination should be commensurate with their age, relative experience and attitude. c) Deputing senior and experienced pilots having at least 2000 hrs on helicopters for Lakshadweep and Port Blair bases.

10.3 FLYING MORE THAN ONE TYPE OF HELICOPTER: A pilot who has a minimum of 2000 hours of total experience as pilot- in-command in helicopter flying may operate not more than two helicopters within any one group of helicopters listed in Annexure of AIC 2 of 2000 dated 24th March 2000, provided that:

a) The pilot has valid endorsements on the type of helicopters to be flown. b) The pilot has at least 50 hours PIC experience on each type. Page No 3 / 11 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No FLIGHT CREW FOR EACH TYPE OF CHAPTER 10 Ammendment OPERATION AND SUCESSION OF COMMAND Date

c) The pilot is meeting the flying recency requirements. d) No two types of helicopters are flown on the same day.

10.4 CREW QUALIFICATION REQUIREMENT

10.4.1 LICENCE REQUIREMENTS: All PHHL pilots are required to hold either a Commercial pilots’ License (Helicopters) or Airlines Transport Pilot’s License (Helicopters ) or they might have been inducted under Rule-160 of Aircraft Rules, 1937.

In Addition to the above, all pilots shall also be in possession of valid certification of Competency issued by the Ministry of Communications and a Flight Radio Tele-phony Operator’s license issued by the DGCA.

10.4.2 INSTRUMENT RATINGS: All company pilots will be required to hold a valid Instrument Rating for the following:

a) To fly as PIC on offshore flights. b) To fly as PIC/ co-pilot on any planned IFR flight. c) Holders of Airline Transport Pilot’s License (Helicopters).

10.4.3 PROFICIENCY CHECKS: All pilots shall undergo bi-annual proficiency checks for exercising the privileges of their licenses, as per CAR section-7 recurrent training requirement for helicopter pilots series B part IV dated 8th July 2005 and revisioned to dated 7th June 2007

10.4.4 ROUTE AND HELIPORT/HELIPAD QUALIFICATION: All pilots are to undergo a route check once a year and ALTP holders to undergo two route checks in a year. A pilot is not to be assigned to act as pilot-in-command or a helicopter on a route or route segment for which that pilot is not currently qualified until such pilot has complied with the provisions as annotated below: Page No 4 / 11 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No FLIGHT CREW FOR EACH TYPE OF CHAPTER 10 Ammendment OPERATION AND SUCESSION OF COMMAND Date

Each such pilot shall demonstrate adequate knowledge of:

a) The route to be flown, and the heliports, which are to be used. This shall include knowledge of: i) The terrain and minimum safe altitude. ii) The seasonal meteorological conditions. iii) The meteorological, communication and air traffic facilities, services and procedures. iv) The search and rescue procedures and the navigational facilities and procedures associated with the route along which the flight is to take place and procedures applicable to flight paths over heavily populated areas and areas of high air traffic density, obstructions, physical layout, lighting, approach aids, and arrival, departure, holding and instrument approach procedures, and applicable operating minima.

b) A pilot-in-command shall have made an actual approach accompanied by a pilot who is qualified for the heliport, as a member of the flight crew or as an observer on the flight deck, unless: i) The approach to the heliport is not over difficult terrain and the instrument approach procedures and aids available are similar to those with which the pilot is familiar, and a margin to be approved by the State of the Operator is added to the normal operating minima or there is Page No 5 / 11 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No FLIGHT CREW FOR EACH TYPE OF CHAPTER 10 Ammendment OPERATION AND SUCESSION OF COMMAND Date

reasonable certainty that approach and landing can be made in visual meteorological conditions; or ii) The descent from the initial approach altitude can be made by day in visual meteorological conditions; or iii) The operator qualifies the pilot-in- command to land at the heliport concerned by means of an adequate pictorial presentation.

10.5 RECENT EXPERIENCE

a) PILOT-IN-COMMAND: A pilot is not to be assigned to act as pilot-in-command of a helicopter when carrying passenger unless, on the same type of helicopter within the preceding 90 days, the pilot has made at least three take- offs and landings. b) CO-PILOT: A pilot is not to be assigned as a co- pilot to operate at the flight controls during take- off and landing when carrying passengers unless, on the same type of helicopter within the preceding 90 days, that co-pilot has operated the flight controls, as pilot-in-command or as co- pilot, during three take-offs and landings.

10.5.1 ALCOHOL AND OTHER SEDATIVES / STIMULANTS: Rule 24 of the Rules 1937 stipulates:

a) No person acting as, or carried in aircraft for the purpose of acting as pilot, Captain, Navigator, Flight Engineer, Cabin crew or other operating member of the crew thereof, shall have taken or used any alcoholic drinks, sedative, narcotic or stimulant drug or preparation within 12 hours of the commencement of the flight or take or use any such preparation in the course of flight, Page No 6 / 11 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No FLIGHT CREW FOR EACH TYPE OF CHAPTER 10 Ammendment OPERATION AND SUCESSION OF COMMAND Date

and no such person shall, while so acting or carried, be in a state of intoxication or have detectable blood alcohol whatsoever in his breath, urine or blood alcohol analysis or in a state which by reasons of his having taken any alcoholic, sedative, narcotic or stimulant drug or preparation , his capacity so to act is impaired, and no other person while in a state of intoxication shall enter or be in an aircraft. b) No operator operating a domestic air transport service in India shall serve any alcoholic drink on board such an air transport service and no passenger traveling on such a service shall consume any alcoholic drink while or board. c) The holders of licenses shall not exercise the privileges of their licenses and related rating while under the influences of any psychoactive substances that might render them unable to safely and properly exercise the privileges of the licenses and ratings. d) The holders of licenses shall not engage in problematic use of substances.

10.5.2 FLIGHT CREW SHOULD THEREFORE OBSERVE THE FOLLOWING STRICTLY a) Within 12 hours before the commencement at the flight alcoholic drinks, sedative, narcotic or stimulant drugs should not be consumed. b) Alcoholic drinks, aforesaid drugs etc. should not be taken while on flight duties. c) Flight crew or any other person in a state of intoxication is not permitted on the aircraft. d) Flight crew is required to take periodic breath analyzer tests as per Page No 7 / 11 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No FLIGHT CREW FOR EACH TYPE OF CHAPTER 10 Ammendment OPERATION AND SUCESSION OF COMMAND Date

provision of the CAR. PHHL management can ask any crew to take this any time before and after flight.

10.6 HEALTH REQUIREMENTS

10.6.1 GENERAL: Essentially all therapeutically effective drugs can produce undesirable, toxic and potentially dangerous side effects. Therefore, as a general policy, aircrew should avoid the use of any medication while on flight duty. Many private doctors are not trained in aviation medicine.

10.6.2 VISUAL CORRECTION: While on duty, flight crewmembers requiring visual correction will wear, or have available, prescribed glasses as required by the DGCA approved Medical Board. An extra pair of glasses will be carried at all times while on duty.

10.6.3 MALARIA: Crewmembers who may be rostered to fly into malaria prone areas are advised to take anti malaria pills as a preventive measure.

10.6.4 DIGESTIVE TRACT MEDICATION: Belladonna, atropine, buntline etc. and many similar drugs prescribed alone or in various drug combination for stomach, bowel or digestive disorder may dilate the pupil and temporarily prevent adaptation from far to near vision. They also cause mental confusion under stress situations. Some anti-diarrhea medications that can be obtained over the counter contain these drugs.

10.6.5 SEDATIVES, SLEEPING PILLS, TRANQUILIZERS: These drugs belong to various drug classifications. Some sleeping pills medications have a long duration of action with a cumulative effect if repeatedly used. Any use of this medication should be under a Medical Supervisor.

10.6.6 BLOOD DONATION: Due to the temporary lowering of the Page No 8 / 11 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No FLIGHT CREW FOR EACH TYPE OF CHAPTER 10 Ammendment OPERATION AND SUCESSION OF COMMAND Date

oxygen carrying capacity of the blood following donation or a blood transfusion, it is recommended that flight crew member do not give blood within 7 days prior to flight. Except in emergency situations crewmembers are not advised to give blood during blood donation drives etc. In case of emergency donation, crewmembers should report this fact to the Chief Pilot prior to flight assignment for a blood count determination.

10.6.7 VACCINATIONS ALL COMPANY PERONNEL SHOULD MAINTAIN AN ONGOING BASIC IMMUNIZATION: Programme in accordance with recommended practices. These immunizations should be carried out no less than 48 hours before reporting for flight duty.

MEDEVAC-PERSONAL PROTECTION CONSIDERATIONS: Personnel involved in Medevac operations should be aware of the potential hazard from communicable diseases associated with blood.

As there may be occasion when contract with blood from a casualty is unavoidable (e.g) lifting a stretcher or cleaning an aircraft after a Medevac. Proper protection is recommended to avoid personal contamination. Disposable gloves worn by medical personnel or ordinary kitchen gloves are suitable to protect the hands and should be made available at the base of operation or kept with the aircraft in the case of field operations. 10.6.8 PRE-FLIGHT MEDICAL: All the aircrew is to undergo Pre-flight Medical including a periodic Breath Analyzer test (BA). DGCA/PHHL may order a breath analyzer check on any crew prior to or on completion of flight. The medical is to be conducted by a company Doctor, and a record maintained. BA positive cases will be dealt as per CAR. 10.7 MAINTENANCE OF RATING AND LICENCES: PHHL shall be completely absolved of the responsibility of the Page No 9 / 11 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No FLIGHT CREW FOR EACH TYPE OF CHAPTER 10 Ammendment OPERATION AND SUCESSION OF COMMAND Date

maintenance of the validity of license or a rating or Proficiency Checks. It is the responsibility of the individual to maintain their records in such a manner that they are, at all times, aware of the expiry dates of their qualifications. However, the company will provide necessary facilities for renewal of licenses/ rating/ checks etc.

All flight crew shall be familiar with the requirements of Rule 42 of Indian Aircraft Rules 1937. After renewal of license it is the responsibility of each pilot to intimate the validity the license to the DGM (Ops).

No flight crew shall undertake any flying duty if any of his licenses, rating etc; have expired. All pilots are required to have a valid:

a) Pilot’s license applicable to helicopters aircraft type. b) Medical assessment issued by the DGCA. c) Instrument Rating (If applicable) d) Proficiency Check (Twice in a year) e) FRTO/COP.

10.8 SUSPENSION OF PRIVILEGES OF LICENCE: The DGCA by order in AIC-19/1985 dated 1st October, 1985 has directed, for the purpose of securing the safety of the aircraft operations that no Pilot-in-Command or Co-Pilot of an aircraft involved in any accident to be notified under Rule 68 (1) of the Aircraft Rules, 1937 shall exercise or be allowed by the airline to exercise the privileges of his / her Pilot’s licenses without specific authorization in this behalf from the DGCA.

The above authorization may be granted by the DGCA, only if the basic circumstances contained in the preliminary investigation report by the Inspector of Accident. “prima facie” reveals that the Pilot’s proficiency is not in doubt. Page No 10 / 11 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No FLIGHT CREW FOR EACH TYPE OF CHAPTER 10 Ammendment OPERATION AND SUCESSION OF COMMAND Date

Provided that in cases where as committee of enquiry or a court is appointed by the Government to investigate into the circumstances or causes of the accident, the DGCA will issue such authorization after consulting the committee of the court, as the case may be.

Provided further that such authorization would be without prejudice to any action to which such pilot (s) might be liable to on conclusion of the enquiry/investigation.

10.8.1 LOG BOOK: Every flight crew shall maintain a personal Log Book in the form, prescribed by the DGCA, and all flight times shall be logged therein. All entries in the logbooks shall be made in ink.

Every member of the flight crew shall certify the accuracy of the entries in his logbooks with respect to the flight time at the end of each calendar month and the DGM (OPS) region would countersign the entries.

No person shall destroy, mutilate, alter or render illegible any entry made, or willfully make or procure or assist in the making of any faulty or fraudulent entry in or omission from any logbook.

10.8.2 TRAINING AND ROUTINE CHECKS: FLIGHT CREW: PHHL shall maintain on its strength adequate number of Examiners to conduct training and routine checks. However, in the absence of any examiner PHHL will make necessary arrangements for conduct of such tests.

Volume IV of PHHL Operations Manual is to be referred to for further guidance in this respect. Page No 11 / 11 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No FLIGHT CREW FOR EACH TYPE OF CHAPTER 10 Ammendment OPERATION AND SUCESSION OF COMMAND Date

Intentionally Left Blank Page No 1 / 5 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No COMPUTATION OF FUEL AND OIL CHAPTER 11 Ammendment Date

11.1 FUEL REQUIREMENT

11.1.1 MINIMUM FUEL REQUIREMENT FOR HELICOPTER OPERATIONS: A flight shall not be commence unless, taking into account.

a) Meteorological conditions. b) ATC routing and delays. c) One instrument approach and missed approach at the destination. d) Any other condition that could delay the flight or increase the fuel consumption.

The helicopter is to carry sufficient fuel and oil to ensure that it can safely complete the flight. In addition, a reserve shall be carried to provide for contingencies.

11.1.2 FOR VFR (VISUAL FLIGHT RULES) HELICOPTER OPERATIONS: The fuel and oil carried in order to comply with VFR operations, be at least the amount sufficient to allow the helicopters:

a) To fly to the Heliport to which the flight is planned; b) To fly thereafter for a period of 20 minutes at best range speed plus 10% of the planned flight time; and c) To have an additional amount of fuel, sufficient to provide for the increased consumption on the occurrence of any of the potential contingencies specified by the operator to the satisfaction of the DGCA.

11.1.3 FOR IFR (INSTRUMENT FLIGHT RULES) HELICOPTER OPERATIONS: The fuel and oil carried in order to comply with IFR operations, be at least the amount to which the flight is planned, and thereafter. Page No 2 / 5 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No COMPUTATION OF FUEL AND OIL CHAPTER 11 Ammendment Date

a) To fly 30 minutes at holding speed at 450 m (1500ft.) above the destination Heliport under standard temperature conditions and approach and land; and b) To have an additional amount of fuel, sufficient to provide for the increased consumption on the occurrence of any of the potential contingencies specified by the operator to the satisfaction of the DGCA. When an alternate is declared, to fly to and execute an approach, and a missed approach, at the Heliport to which the flight is planned, and thereafter: c) To fly to the alternate specified in the flight plan and then; d) To fly for 30 minutes at holding speed at 450 m (1500 ft) above for alternate under standard temperature conditions, and approach and land; and e) To have an additional amount of fuel sufficient to provide for the increased consumption on the occurrence of any of the potential contingencies specified by the operator to the satisfaction of the DGCA.

When no suitable alternate is available, should be able to fly to the Heliport to which the flight is planned, and thereafter for a period of 2 hours at holding speed.

11.2 EXTRA FUEL: This Pilot-in-Command may at his discretion if in his judgment it is necessary to do so, uplift extra fuel for operational exigencies. This decision must take into account the Company’s commercial interest if it entails off loading passengers, passenger baggage, or cargo. The decision of the Pilot-in-Command on extra fuel will be final. However, he shall exercise sound judgment when arriving at such a decision. If the decision to uplift extra fuel entails Page No 3 / 5 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No COMPUTATION OF FUEL AND OIL CHAPTER 11 Ammendment Date

the off loading of either passengers of passenger baggage, the Pilot-in-Command shall submit a special report after completion of the flight to the DGM (OPS).

Pilots, when engaged in high altitude flights, must remember that in the event of an engine failure or malfunction, the helicopter may not be able to follow the planned flight path due to difficulties in maintaining altitude. Also, the diversion in such a case may be farther away considering the elevation of helipad, in case of one engine in operative (OEI) approach, availability of engineering support and means of communications. This fact must be borne in mind before planning fuel figure for the intended flight.

Fuel planning during off- shore operations assumes greater importance because some of the conditions as given below may prevent a helicopter from landing on the oilrigs.

a) Unsuitability of the landing platform for single engine operation. b) Excessive state of Roll/Heave/Pitch of floating vessels. c) Weather conditions at the rig. d) A gas or oil blowout or other occurrence, at the rig, which would prevent a landing. e) Distance to on shore recovery airfield (single engine operation)

11.3 FUEL MONITORING: Fuel utilization during flight is to be monitored by the Captain. In flight fuel checks shall be carried out at the top of climb and thereafter at each checks of turning point or a minimum of every thirty minutes. A fuel check will include:

a) Fuel consumption. b) Calculations of variance from flight plan fuel (over or under) Page No 4 / 5 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No COMPUTATION OF FUEL AND OIL CHAPTER 11 Ammendment Date

c) PNR if applicable (i.e. for out bound leg)

Single engine PNR if applicable (i.e. for conditions with high head winds.)

11.4 OIL: For each type of aircraft engines, there shall be sufficient oil quantity. The oil quality shall be suitably related to the total fuel capacity, such that within the planned flight period, there is no possibility that the consumed oil will bring the oil reserves below the minimum level for a continued safe flight.

Note: The fuel and oil requirements are calculated on the basis of trip fuel requirement as described and which are in conformity with FCOM. Page No 5 / 5 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No COMPUTATION OF FUEL AND OIL CHAPTER 11 Ammendment Date

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12.1 USE OF OXYGEN: There may be a requirement of PHHL helicopters to operate above 10000’. Presently, none of the PHHL helicopters is equipped with provisions for use of oxygen as company’s helicopter support operations are mainly restricted to low altitudes.

The crew should be aware of the following provisions of CAR Section 8, Series “O”, Part IV dated 17 Jan 2011, paras 2.3.8, 2.3.8.1 and 2.3.8.2, in the event they are required to operate at high altitudes.

All flight crew members, when engaged in performing duties essential to the safe operation of a helicopter in flight shall use breathing oxygen continuously whenever the circumstances prevail for which oxygen supply is required as per para 12.2 below.

12.2 OXYGEN SUPPLY: A Flight to be operated at flight altitude at which the atmospheric pressure in personnel compartments will be less than 700mb shall not be commenced unless sufficient stored breathing oxygen is carried to supply.

a) All crew members and 10% of the passengers for any period in excess of 30 minutes that the pressure in the compartment occupied by them will be between 700 mb and 620 mb; and b) The crew and passengers for any period that the atmospheric pressure in compartments occupied by them will be less than 620 MB.

A flight to be operated with a pressurized helicopter shall not be commenced unless sufficient quantity of stored breathing oxygen is carried to supply all the crew members are passengers as is appropriate to the circumstances of the flight being undertaken, in the event of loss of pressurization, for any period that the Page No 2 / 3 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No USE OF OXYGEN CHAPTER 12 Ammendment Date

atmospheric pressure in any compartment occupied by them would be less than 700 mb. In addition, when a helicopter is operated at flight altitudes at which the atmospheric pressure is more than 376 mb, and cannot descend safely to a flight altitude at which the atmospheric pressure is equal to 620 mb, within four minutes, there shall be no less than a 10 minute supply for the occupants of the passenger compartment.

Note: Approximate altitudes in the standard atmosphere corresponding to the value of absolute pressure used in the text are as follows:

Absolute Pressure Meters Feet 700 mb 3000 10000 620 mb 4000 13000

NOTE : CAR Section -8, Series –O , Part IV Para 2.3.8.2, dt. 17th Jan 2011 Page No 3 / 3 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No USE OF OXYGEN CHAPTER 12 Ammendment Date

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13.1 IMPORTANCE OF MASS AND BALANCE: Helicopters are generally called upon to operate to and from small helipad or helidecks at varying temperatures, wind conditions and directions of approach. The calculation of power reserve can go wrong if any of these conditions is not as planned. Thus, it is very important to maintain the helicopter at predicted mass and the centre of gravity within limits.

To achieve this aim, pilots must insist on all passengers, baggage and cargo being weighed on calibrated weighing machine and the total weight staying at or below the payload figure offered for that flight.

13.2 ACTUAL WEIGHTS:

While operating at high altitude and off shore, the loading of passenger in Helicopter should be done as per actual weights to ensure at no time the performance graphs are violated during critical phases of flight.

However, where calibrated weighing scales are not available the following weight schedule be considered

Crew 85 Kgs. Adult Passengers (Male/Female) 75 Kgs. Children between 2 and 12 years of age 35 Kgs. Infant under 2 years of age 10 Kgs.

13.3 LOAD AND TRIM SHEET:

a) The mass of the helicopter at the start of take- off shall not exceed the mass at which the code of performance referred to in 3.1.1 is complied with, allowing for expected reductions in mass as the flight proceeds and for such fuel jettisoning as is appropriate. b) In no case shall the mass at the start of take-off exceed the maximum take-off mass specified in the helicopter flight manual. Page No 2 / 3 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No MASS AND BALANCE CHAPTER 13 Ammendment Date

c) In no case shall the estimated mass for the expected time of landing at the destination and at any alternate exceed the maximum landing mass specified in the helicopter flight manual. d) In no case shall the mass at the start of take-off, or at the expected time of landing at the destination and at any alternate, exceed the relevant maximum mass at which compliance has been demonstrated with the applicable noise certification Standards. Unless otherwise authorized, by the DGCA, in exceptional circumstances for a certain operating site where there is no noise disturbance problem. e) Load and Trim sheet will be prepared before each flight as per the Flight manual of the specific helicopter unless exemption is granted by DGCA. f) No last minute changes are to be made in the load carried. In case there is argument requirement to change the load carried, the load and trim sheet will be computed afresh. A copy of the same will be left behind on ground for inspection by the DGCA/ PHHL representative. Page No 3 / 3 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No MASS AND BALANCE CHAPTER 13 Ammendment Date

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14.1 DE-ICING AND ANTI-ICING: PHHL helicopters are not expected to operate in environments calling for active pre- flight de-icing and anti-icing procedures. However, in the event of such an operation, operations circular shall be issued in consultation with the DGM Engineering, to lay down the correct procedure.

14.2 FLIGHT IN SNOW AND ICING CONDITIONS: Pilots shall not commence a flight when icing conditions are reported to exist or are likely forecast during the flight, unless the aircraft is equipped and certified for such flight.

No person shall conduct a take-off or continue a flight in a rotorcraft where icing conditions are reported to exist or are likely forecast along the route of flight unless current weather reports indicate that icing conditions no longer exist.

If icing conditions are encountered en route, the aircraft shall leave the icing area immediately. If this is not possible the aircraft shall be landed at the nearest suitable landing area. Page No 2 / 2 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No DE-ICING AND ANTI-ICING CHAPTER 14 Ammendment OPERATIONS Date

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15.1 OPERATIONAL FLIGHT PLAN (MULTI SECTOR LOG CARD : MSLC, which has been designed to meet PHHL’s specific requirements of an Operational Flight Plan, shall be prepared for each flight. It is normally the responsibility of the Co-Pilot to prepare the MSLC. These will be signed by Pilot-in-Command. PHHL multi sector log card is places as Annexure to this chapter. Standard Nav Log card will be part of SOP

Annexure

PAWAN HANS HELICOPTERS NAV LOG CARD

DATE A/CADC FIC DEP FROM FOR DEP TIME FLT LEVEL ENDU

FROMTO TRK FL DIS ATD ATA LEG FUEL PASSENGERS REMARKS TIME

FUEL BEFORE FUEL TAKEN TOTAL FUEL TIME REFUELLING

AIRFIELD/ ELEV RWY VHF TWR VHF APP NDB VOR ILS REMARKS HELIPAD

TIME FL OAT MGB MGB NG- NG- T4 EOIL EOIL TORQUE REMARKS P T 1 2 ½ P1/P2 T1/T2 Page No 2 / 2 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No MULTI SECTOR LOG CARDS CHAPTER 15 Ammendment Date

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16.1 FLIGHT PREPARATION: The objective of PHHL is to provide safe, efficient, economical, and proper coordinated services. This can be achieved only if each flight is planned taking into account all factors concerning flight operations.

16.2 OPERATIONS OFFICE: A Flight Operations Office will be maintained by the DGM (Ops), at Region. and by base manager at bases. For the purpose of crew briefing each operation office in the region is equipped with a technical library consisting of following documents.

a) Aircraft Manual (India) b) A.I.P (India) c) AICs d) Flight Manual e) Operations Manual f) Aircraft MEL g) Route Charts h) Airfields and Let down charts for area of operations. i) CAR ( All Sections) j) Operational & Technical Orders. k) Air Safety and Ops Circulars.

NOTE: - It will be the responsibility of Flight Operations Officer, In-charge of the Technical Cell to keep all manuals updated.

16.2.1 This office shall be responsible broadly for the following functions:

a) Crew flight Planning and Flight clearance. b) Briefing for all Sectors. c) Aircraft Movements. d) Communications e) Liaison with other Departments. f) Co-ordination with PHHL coordination cell and PHHL flight dispatch. Page No 2 / 32 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No STANDARD OPERATING PROCEDURES CHAPTER 16 Ammendment Date

16.2.2 OPERATOR-PRODUCED INFORMATION: Operational information for guidance of flight crew is contained in the Operations Manual, Training Manual, Maintenance Manual, Safety Manual , Flight Safety Circulars, SOPs etc and other relevant circulars issued by DGCA from time to time.

16.3 ATC FLIGHT PLAN: A flight plan (ATC) is required to be filled with the Air Traffic Services Unit at the airport for operation of all flights, whether under Instrument Flight Rules (IFR), or Visual Flight Rules(VFR). A flight plan in the prescribed format has to be submitted prior to departure. Depending on the practices at the airport concerned, flight plan may be submitted in person or by telephone/FAX/radio. ADC/ FIC to be obtained before departure. Record of Flight Plan is to be kept for a period of 3 months.

16.4 JOURNEY LOG BOOK: It is mandatory to carry “Journey Log Book” (JLB) on-board the helicopter while operating. It is the responsibility of the Pilot-in-Command/ Flight Engineer to ensure that it is carried on-board.

Before commencement of the first flight on any given day (Presuming that all maintenance has been completed on previous day including oil/fuel uplifting etc. and helicopter is ready In all respects) licensed Engineer shall enter following information in the relevant column(s).

a) Write total Airframe hours brought forward from previous days log sheet. b) Write information in three maintenance forecast columns viz 25 hours/30 days inspection, 30 days Radio FRC. c) Write validity hours and date of FRC (Airframe & Engine) and Radio FRC columns. d) After completion of “Pre-flight Inspection”, AME shall put his signature in Pre-fight inspection column, which will be taken as certification that, Page No 3 / 32 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No STANDARD OPERATING PROCEDURES CHAPTER 16 Ammendment Date

the maintenance inspection has been carried out in accordance with approved inspection Schedule Task Card. Pilot-in-Command shall check Defect report column of the previous days log sheet (page no 99 & 100) and sign with pilot license number / R-160 in the right hand column of the log sheet after satisfying that all snags are cleared or nil snags and signed by AME. Pilot-in-command shall then enter the crew’s name in log sheet certified by AME and sign in pilot’s acceptance column. A copy (Pink) is to be removed and handed over to engineering as a record of acceptance. On completion of the flight, pilot-in-command shall enter flight sector, starts, flights, number of Landings, flight duration and defect if any or nil and handover the log book to engineering. This is to be followed after termination of each flight at base. In case of subsequent flights from main base of the same day with different flight crew, then pilot-in-command of subsequent flights shall sign again in acceptance column of white copy and pink copy also. In case of Night halt at outstations, pilot/AME who is approved by DGCA to carry out Pre-flight and Post-flight inspections, shall carry out post- flight inspection and certify in the Post- flight inspection column. Oil or fuel uplifted at the outstation shall be recorded in the respective columns and signed by the pilot. Next day’s Pre- flight inspection is to be carried out by the AME/ Pilot and certified in the relevant place.

16.5 LIST OF DOCUMENTS TO BE CARRIED: In accordance with Rule 7 of The Aircraft Rules 1937 and CAR, Section 2 Series Page No 4 / 32 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No STANDARD OPERATING PROCEDURES CHAPTER 16 Ammendment Date

X, Part VII, para 2, Rev V dated 12 Jan 2011, all aircraft are to carry documents on board the aircraft as listed below:

GROUP A

a) Certification of Flight Release. b) Flight Manual. c) MEL, if applicable (refer CAR Section 2, Series B, Part I) and Weight Schedule (refer CAR Section 2, Series X Part II). d) Technical or Flight log Book as applicable to public transport (refer CAR Section 2, series C Part II). e) Load and Trim Sheet as per CAR Section 2, Series X Part II. f) If the aircraft is carrying dangerous goods, a list of such goods. The list must be specifically brought to the notice of the Pilot-in-Command before the flight. It is imperative the list should have prior approval from DGCA for such carriages. g) Current and suitable navigational/route chart charts, maps for the planned flight route and all other relevant routes along which it is reasonable that the flight may be diverted. h) Flight Documentation, viz .Nav Card, Met Folder/ Notams / ATC Flight Plan wherever applicable. i) Cockpit and Emergency Check List. j) The documents shall be stowed in an accessible place. GROUP B

a) Certificate of Registration. b) Certificate of Airworthiness. c) Journey Log Book or equivalent documents approved by DGCA. d) Appropriate License for each member of the flight crew (Pilot’s License & FRTO License). Page No 5 / 32 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No STANDARD OPERATING PROCEDURES CHAPTER 16 Ammendment Date

e) Passenger ‘Cargo’ Mail Manifests. f) Aeromobile Radio Operator’s License for radio communication apparatus. g) Air Operators Permit. h) Working copies of the aircraft engine, MGB, TGB and radio communication apparatus log books, as applicable. (Reference CAR Sec 2 Series ‘X’ Part-VI). i) Cabin crew Manual, if applicable. j) Operations Manual. k) Route guides, Jepsson Route Charts, STARS & SIDS if required of the area. l) A document attesting Noise Certification of the helicopter. m) Checklist of the procedures to be followed in searching for a bomb in case of suspected sabotage and subsequent action required. NOTE 1: It is the responsibility of the Maintenance Engineer to ensure the documents listed above are carried on board.

NOTE 2: On completion of their assignment flight crew should return the items signed for and sign the debriefing form.

NOTE 3: For local training flights and test flights only documents indicated in GROUP A need to be carried.

16.6 MINIMUM EQUIPMENT LIST AND CONFIGURATION DEVIATION LIST (CAR SECTION-2 SERIES ‘B’, PART I DTD 21 AUG 1990 & REV 5 DTD 21 MAY 2009 REFERS) All non- essential items of equipment, which do not directly affect the airworthiness of an aircraft, may be regarded as allowable deficiencies. Modern aircraft may be safely operated for limited periods with certain of the items non- operative. Thus, there is flexibility in equipment requirement to satisfy the many variables of the operative environment. The company MEL, is approved by DGCA is Page No 6 / 32 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No STANDARD OPERATING PROCEDURES CHAPTER 16 Ammendment Date

based on the Master Minimum Equipment List (MMEL) provided by the manufacturer. The objective of the MEL, is to ensure regularity of operation by reducing/ avoiding delays due malfunctioning of non-essential aircraft equipment. Commanders shall make every effort to operate the aircraft within the provision of the MEL.

a) The MEL prescribes certain conditions that must be met before release of a flight. Engineering dept. has the responsibility and authority to approve the airworthiness of the aircraft under the MEL b) The MEL may not deviate from the requirements of the Aircraft Flight Manual Limitation Section, Emergency Procedure or Airworthiness directives. c) The existence of MEL, in no way absolves the Pilot-in-Command and Engineer from ensuring that an aircraft is safe for flight. d) When an aircraft is operated in accordance with the MEL, the operational and maintenance actions specified shall be complied with.

16.6.1 PURPOSE: The purpose of MEL is to assist in reducing delays at transit and terminal stations so that the flight can continue with items inoperative till it reaches base where both equipment and time are available for servicing / repairing the items.

16.6.2 POLICY

a) Flight Crew shall strictly follow MEL. The Company shall permit no deviation. b) MEL cannot be invoked normally at base. In special cases, permission must be taken from DAW/Regional DGCA by QCM. This should not be resorted to as a regular practice. Page No 7 / 32 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No STANDARD OPERATING PROCEDURES CHAPTER 16 Ammendment Date

c) MEL invocation must be clearly indicated in the Flight Release for the attention of the Pilot-in- Command. d) The Pilot-In-Command may however refuse to accept the aircraft so released, if circumstances so warrant.

16.7 MINIMUM FLIGHT ALTITUDES: Refer to Chapter 5 of this manual for guidance in respect of minimum flight altitudes etc.

CRITERIA FOR DETERMINATION OF USEABILITY OF AERODROMES/ HELIPORTS/ HELIDECKS AND ALTERNATES The crew must ensure that they plan a flight to a heliport/ helideck that meets all the requirements for arrival and departures of the type of helicopter they are scheduled to fly. This includes the size of the FATO, availability of fire fighting services, trained man power and standby boat. For occasional landing it will be the responsibility of the Pilot- in-Command of the helicopters to select a suitable site so as to ensure safety of operations (AIP India RAC page 3-8 refers). The guidelines for selection of helipads/ heliports are given in relevant CAR.

ALTERNATE HELIPORTS/AERODROMES: An alternate heliport/ aerodrome is normally required for operation of all flights. It is essential to designate at least one alternate for the destination heliport/ airport. There is no restriction on the Pilot-in-Command in changing the alternate in flight, after taking into consideration all factors, provided the aforesaid conditions are satisfied. In an emergency, the Pilot- in-Command can act in the best interest of the company and occupants of the aircraft. The following should be catered for in selection of alternate when planning a flight:

a) Weather conditions at the alternate are above prescribed meteorological minima. b) Fuel for diversion is carried as per relevant rules. Page No 8 / 32 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No STANDARD OPERATING PROCEDURES CHAPTER 16 Ammendment Date

For a flight to be conducted in accordance with the instrument flight rules, at least one suitable alternate heliport shall be specified in the Operational flight plan, unless

a) The duration of the flight and meteorological conditions prevailing are such that there is reasonable certainty that, at the estimated time of arrival at the heliport of intended landing, and for a reasonable period before and after such time, the approach and landing can be made under visual meteorological conditions as prescribed by the DGCA; or b) If the heliport of intended landing is isolated and no suitable alternate is available, a point of no return (PNR) shall be determined.

Suitable offshore alternates may be specified subject to the following.

a) The off-shore alternates shall be used only after a Point of No Return (PNR). Prior to PNR on-shore alternates shall be used; b) Mechanical reliability of critical control systems and critical components shall be considered and taken into account when determining the suitability of the alternates; c) One engine inoperative performance capability shall be attainable prior to arrival at the alternate; d) Deck availability shall be guaranteed; e) Weather information must be reliable and accurate.

NOTE: Off-shore alternate should not be used when it is possible to carry enough fuel to have an on-shore alternate. Such circumstances should be exceptional and should not include payload enhancement in adverse weather conditions. Page No 9 / 32 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No STANDARD OPERATING PROCEDURES CHAPTER 16 Ammendment Date

WEATHER MINIMA: VFR flights shall be conducted so that the Aircraft is flown in conditions of visibility and distance from clouds equal to or greater than those specified in the following table:

NOTE 1: WheIf the height of the transition altitude is lower than 3050 m (10000 ft) AMSL, FL 100 should be used in lieu of 10000 ft.

NOTE 2: When so prescribed by the appropriate ATS authority:

a) Lower flight visibilities to 1000 m may be permitted for flight operating depending upon category of Helicopters. i) At speeds that, in the prevailing visibility, will give adequate opportunity to observe other traffic or any obstacles in time to avoid collision; or ii) In circumstances in which the probability of encounters with other Page No 10 / 32 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No STANDARD OPERATING PROCEDURES CHAPTER 16 Ammendment Date

traffic would normally be low, e.g. in areas of low volume traffic and for aerial work at low levels.

b) PHHL Helicopter ,meeting the performance class 1/ 2 criteria, are authorized to operate special VFR flights when the ground visibility is less than 5 kms but not less than 1 km subject to maneuvering at reduced airspeed and by instrument rated pilots.

WEATHER REQUIREMENTS

a) A flight to be conducted in accordance with the visual flight rules shall not be commenced unless current meteorological reports or a combination of current reports and forecasts indicate that the meteorological conditions along the route or that part of the route to be flown under the visual flight rules will, at the appropriate time, be such as to render compliance with these rules possible. b) A flight to be conducted in accordance with instrument flight rules shall not be commenced unless information is available which indicates that conditions at the heliport of intended landing or, when an alternate is required, at least one alternate heliport will, at the time of arrival, be at or above the heliport operating minima. c) Except in an emergency, an aircraft shall not continue its approach at an airport beyond a point at which the instructions on weather minima contained in Route Manuals will be infringed. d) Latest meteorological conditions prevailing at various airports are disseminated and it is good operating practice to listen to such broadcasts and plan alternative course of action in flight. Page No 11 / 32 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No STANDARD OPERATING PROCEDURES CHAPTER 16 Ammendment Date

e) A flight to be operated in known or expected icing conditions shall not be commenced unless the helicopters is certified and equipped to cope with such conditions. f) A flight to be planned or expected in suspected or known icing conditions shall not be commenced unless the helicopter has been inspected for icing and, if necessary, has been given appropriate de/anti-icing treatment. Accumulation of ice or other naturally occurring contaminants shall be removed so that the helicopter is kept in an airworthy condition prior to take-off.

16.8 POINT OF NO RETURN AND CRITICAL POINT: There will be occasions when the Pilot-in-Command will need to take a decision regarding continuing a flight to the destination or returning to the point of departure. This decision might be necessitated by weather or aircraft status. The knowledge of PNR and CP will help in arriving at the correct decision.

POINT OF NO RETURN: The point of no return (PNR) is the maximum distance that an aircraft can fly out from the departure point and return to the departure point using the fuel onboard, while retaining a specified fuel reserve. The benefit of planning with a PNR is that it gives the Commander a specific point at which to decide to continue or to return to his departure point.

PNR Calculations do not include the reserve fuel required for the flight (20 min. VFR, 30 min. IFR). PNR will be reached in a shorter time when a tailwind component exists for the outbound portion of the trip. It can be said that the PNR “moves into the wind. The formula for PNR is: Page No 12 / 32 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No STANDARD OPERATING PROCEDURES CHAPTER 16 Ammendment Date

Time to PNR (in minutes) = Safe Endurance (in minutes) X GS IN GS IN + GS OUT

Dist. To PNR = Time to PNR (in minutes) X GS OUT 60

Safe Endurance: The total fuel endurance of the helicopter in minutes, minus the final reserve fuel.

The limitation of this formula is that there must be one track and the wind. Fuel consumption must also be constant. This will not work in the case of an engine failure, where speed and fuel consumption will change.

CRITICAL POINT: Critical Point (CP) deals solely with time and distance, not with fuel. Its value is in letting the Commander know whether, in terms of time, he is closer to the destination or the departure point. This will help in decision making in the case of sick passengers, failed engines, other emergencies, etc. The formula for Critical Point is:

CP = Total distance X GS IN GS IN + GS OUT

If the total distance is 245 nm, and the groundspeed out is 100 KIAS, and the groundspeed in is 130 KIAS, then the PET is 138 nm. The PIC would then know that if an engine failed 130 miles from the starting point, it would be quicker in terms of flying time to return to the starting point.

Again, as with PNR, this assumes one track and one wind. Fuel consumption is not an issue because fuel has nothing to do with the PET.

DECISION POINT: On a flight involving PNR, a pilot may decide to discontinue the flight and return to the departure point. The latest time this decision could be made is called the Decision Point (DP). Page No 13 / 32 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No STANDARD OPERATING PROCEDURES CHAPTER 16 Ammendment Date

On offshore flights, a pilot shall in no circumstances continue beyond DP unless.

a) He has visual contact with the destination; b) He has positive identification with a minimum of two navigational aids. c) He has adequate two-way communication with both, the destination and the point of departure or nominated diversion.

The pilot –in-command must satisfy himself in regards the weather and must take into consideration the performance of navigational aids as well as change in winds.

16.9 FLIGHT PROCEDURES

16.9.1 TYPE OF FLIGHT: The operation of an aircraft either in flight or on the movement area of an aerodrome shall being compliance with the general rules and, in addition, when in flight either with:

a) The Visual Flight Rules OR b) The instrument flight rules.

A pilot may elect to fly in accordance with Instrument Flight Rules in visual meteorological conditions or he may be required to do so by the appropriate Air Traffic Services Unit.

16.9.2 Compliance with Instrument Flight Rules: Is compulsory under the following circumstances, although a flight is operated in visual meteorological conditions:

a) When operated during night; with the exception of such local flights as may be exempted by Air Traffic Control and such training flights of Flying Club aircraft as may be cleared by Air Traffic Control. For this purpose local flight is a flight wholly conducted in the immediate vicinity of an aerodrome. Page No 14 / 32 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No STANDARD OPERATING PROCEDURES CHAPTER 16 Ammendment Date

b) When operated more than 100 nautical miles seaward from the shoreline.

16.9.3 VFR/ IFR POLICY: It is a company policy that as far as possible most flights shall be conducted VFR or under VMC. However if the weather conditions of either actual weather at departure point, en-route and destination or combined with the forecast for the actual flight period is of such a nature that a VFR flight cannot be safely completed or if, in the PIC’s judgment, an operational benefit is derived the flight shall be conducted according to IFR.

CHANGE FROM VFR TO IFR: An aircraft conducting VFR flight and requesting to change to IFR shall:

a) If a prior flight plan is filed, notify the required changes to the current flight plan; or b) If no prior flight plan is filed, file such to the relevant ATC. When flying within controlled airspace the aircraft shall receive the flight clearance prior to changing to IFR.

CHANGE FROM IFR TO VFR: An aircraft conducting an IFR flight and intending to change to VFR, shall notify the ATC that the IFR flight is cancelled. Changes to the current flight plan shall be notified to the ATC.

An aircraft conducting an IFR flight which is in or approaching VFR conditions shall continue to fly according to IFR, unless there is a reasonable assurance that the flight for a longer period of time may be operated in continued VFR conditions and it is the intention to conduct VFR flight in such period.

16.10 IFR FLIGHTS

16.10.1 GENERAL: Before commencing a flight the PIC shall familiarize himself with all available meteorological information appropriate to the intended flight. Preparation Page No 15 / 32 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No STANDARD OPERATING PROCEDURES CHAPTER 16 Ammendment Date

for a flight away from the vicinity of the place of departure, and for every flight under IFR, shall include:

a) A study of available current weather reports and forecasts; and b) The planning of an alternative course of action to provide for the eventually that the flight cannot be completed as planned, because of weather conditions. 16.10.2 MINIMAS :

OPERATING MINIMA: Company aircraft shall not operate to or from an airport or heliport using operating minima lower than those which may be established by the state in which the airport / heliport is located, except with the specific approval of that state.

DEPARTURE MINIMA: An IFR flight shall not depart unless the actual met conditions are equal to or greater than the following:

a) The DH or MDA for the planned approach in the event the flight must be aborted and/or. b) Take off minima if prescribed at that airport.

APPROACH MINIMA: Approach minima shall be as published by the operating state for its Airport/heliports and to those instrument approaches to offshore installations, as laid down by the company.

16.11 CONTINUANCE OF FLIGHT: A flight shall not be continued towards the heliport of intended landing unless the latest meteorological information indicate that conditions at that heliport, will at the expected time of arrival, be at or above the specified heliport operating minima.

16.12 ALTERNATE HELIPORTS/ HELIPADS IFR FLIGHTS: Suitable alternate will be specified subject to the following: Page No 16 / 32 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No STANDARD OPERATING PROCEDURES CHAPTER 16 Ammendment Date

a) An instrument approach procedure is prescribed;

b) One engine inoperative performance capability shall be attainable prior to arrival. c) Weather information must be reliable and accurate.

ALTERNATE DECLARED: A flight to be conducted under IFR shall not be commenced unless the available current operating information indicates that conditions, at the estimated time of arrival, will be at or above heliport minima for the heliport of intended landing.

NO ALTERNATE DECLARED: A flight to be conducted under IFR to a heliport when no alternate is declared shall not be commenced unless available current meteorological information indicates that the following conditions will exist from two hours before to two hours after the ETA, or from the actual time of departure to two hours after the ETA, whichever is the shorter period;

a) A cloud base of at least 400 feet above the minimum associated with the approach procedure; and b) Visibility of at least 1500 meters more than the minimum associated with the procedure.

16.13 INTERPRETATION OF METEOROLOGICAL INFORMATION: Company minima, consisting of Operational (takeoff and landing) minima and planning minimum, are established for all aerodromes/heliports/helidecks normally used by PHHL. The minima are determined in accordance with regulations laid down by the DGCA but shall in no case be lower than minima that may be established by local authorities. Where applicable special requirements are given in the Route Manual under country Rules and Regulations. Page No 17 / 32 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No STANDARD OPERATING PROCEDURES CHAPTER 16 Ammendment Date

16.14 MASS AND BALANCE CONTROL: Information can be found in Chapter 13 of this Manual.

16.15 IN FLIGHT PROCEDURES

GENERAL: The execution of each flight must be carried out strictly as per the flight plan parameters and task authorized. Deviations beyond one’s control, if any, are to be informed, to the controlling authority at the earliest. Instructions and procedures laid down in the Aircraft Flight Manual are to be strictly adhered to for handling and piloting of the aircraft.

All instructions given by the controlling authority are to be followed, unless grave emergency is declared and exists, where the actions taken by the Captain are for the safety of the lives on board and safety of the aircraft.

CREW MEMBERS AT THEIR STATIONS: During taxi, takeoff and landing each flight crew member required in the cockpit/cabin shall be at his duty station. During all other phases of flight each flight crew member required to be in the cockpit shall be at his station unless his absence is necessary for the performance of his duties in connection with the operation, or for physiological needs, provided at least one suitably qualified pilot remains at the controls of the helicopter at all times.

COCKPIT CLUTTER: Carriage of personal items, food, etc in the cockpit, if not kept to reasonable levels, can quickly reach the point where it is detrimental to flight safety. The following guidelines should apply:

a) Manuals, Clipboards etc. should be restricted to only what is necessary for flight. b) They shall be assigned locations for safe storage when not in use. c) Food should be restricted to soft-packages (i.e. Page No 18 / 32 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No STANDARD OPERATING PROCEDURES CHAPTER 16 Ammendment Date

sandwiches), and not require the use of plates during flight. d) Drinks should be in disposable containers. e) Hard briefcase will not be carried in the cockpit.

STERILE COCKPIT: The “Sterile Cockpit” rule shall be enforced during all taxi, takeoff, approach and loading phases of flight, and for cruise flight below 500 ft above the surface. During operations with sterile cockpit in effect:

a) Conversation shall be restricted to that which is relevant for the safe operation of the aircraft only; and, b) Paperwork and the consumption of food and drink are banned.

HANDING/TAKING OVER OF CONTROLS: At any time that control is transferred from one pilot to the other, each pilot must acknowledge the changeover verbally, using the specific words.

a) “You have the controls, maintain heading…., altitude……, and”

The other pilot answer

b) “I have the controls” c) The new non-flying pilot should raise his arms noticeably to confirm that he has given up control of the aircraft.

Either Pilot Flying (PF) or Pilot not flying (PNF) may initiate transfer of control. However, in case of doubt or conflict the PIC shall have final authority over who has the control of the helicopter.

SMOKING: Smoking is prohibited at all times on PHHL helicopters. Smoking in public place on ground is prohibited by law. Page No 19 / 32 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No STANDARD OPERATING PROCEDURES CHAPTER 16 Ammendment Date

PROHIBITION OF THE USE OF PROTABLE ELECTRONIC APPARATUS: The operation of mobile telephones, portable FM/ AM radio receivers and TV receivers during flight on all our aircraft is prohibited. These receivers may cause interference with the aircraft navigation system and any crewmember observing these on board is to request the passenger not use it during flight. As a rule, the use of all transistorized equipment is prohibited during flight.

When a helicopter is on ground and the cabin doors are open, passengers may be permitted to make use of their mobile telephones, provided the following activities are not in progress:

a) Helicopter Refuelling. b) Pre-flight functions like programming and testing of GPS. c) Aircraft Radio Telephony communications.

PITOT HEAT: Use of pilot heat should be limited to operations +06 degree Celsius and below with visible moisture unless otherwise stated in Flight/ Maintenance Manual / SOPs.

BIRD MENACE AND AVOIDANCE PROCEDURES: Bird strikes have caused substantial damage to helicopters and in some cases serious injuries to persons on board. The economic penalties of bird striking a helicopter are heavy.

BIRD STRIKE IN FLIGHT: In the interest of safety, it is considered necessary for the Pilot-in-Command encountering bird strike in flight to evaluate the damage to the aircraft, to decide whether to effect landing as early as possible or to continue the flight.

16.16 ALTIMETER SETTING AND CHECKING whenever PHHL helicopters are requested to fly at lower levels of 500’ to 1000’ AOL because of short hops, the procedures as detailed Page No 20 / 32 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No STANDARD OPERATING PROCEDURES CHAPTER 16 Ammendment Date

in the following, as a guideline. A minimum OCL of 1000’ will maintained for cruise.

Before leaving the ramp or when taxing, the pressure scales of all altimeters shall be set to the actual QNH of the aerodrome/heliport. The observed altitude indication shall be checked with the elevation of the aerodrome/heliport at the location of the aircraft plus the height of the altimeter above the ground elevation.

If an altimeter indicates an altitude, which differs more than 80 ft, from true altitude of the altimeter, this altimeter shall not be used and the difference in feet shall be reported in the aircraft technical log.

If the difference between any two altimeters is more than 100 ft, primary reference must be made to the most exact altimeter during flight and the difference in feet shall be reported in the aircraft technical log.

When the altimeter does not indicate the reference elevation exactly, but is within the specified tolerance, no adjustment of this indication should be made either by means of the pressure adjustment knob or other adjustment on the altimeter at any stage of a flight. Furthermore, the pilot should ignore any error that is within tolerance, noted during flight check on the ground, during flight.

TAKE OFF: All altimeters on board aircraft shall be set to latest QNH setting prior to taxi out. Check and note the error.

AFTER TAKE-OFF: At transition altitude, the altimeter shall be set to QNE setting i.e. Standard altimeter setting of 1013.2 HPa.

CRUISE: The 1013.2 HPa setting shall be maintained throughout the cruise. In case the aircraft operates below Page No 21 / 32 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No STANDARD OPERATING PROCEDURES CHAPTER 16 Ammendment Date

Transition Level the Altimeters will be set to relevant QNH to ensure terrain clearance.

DESCENT: From top of descent to transition level, 1013.2 HP shall be maintained. From transition level, the latest QNH as advised by Air Traffic Control, shall be set on all altimeters on the aircraft. Transition level for particular airfield will be provided by ATC concerned.

ALTIMETER CHECKING: Both pilots shall check that their altimeters, when set to the same value on ground, do not differ by more than 50 ft. Altimeter must be cross- checked at all times when reset by both pilots.

16.17 ADVERSE & POTENTIALLY HAZARDOUS ATMOSPHERIC CONDITIONS On occasions a pilot may find himself in adverse weather conditions. He must then use his own discretion as to the safest course of action. This could be to turn back, proceed to destination/alternate or carry out a precautionary landing, weather should never be pushed to a point where no alternate course of action is available. Effective flight planning and weather briefings will minimize these occurrences.

FLIGHT IN SNOW AND ICING CONDITONS: Pilots shall not commence a flight when icing conditions are reported to exist or are likely forecast during the flight, unless the aircraft is equipped and certified for such flight.

No person shall conduct a take-off or continue a flight in a rotorcraft where icing conditions are reported to exist or are forecast to be encountered along the route of flight unless current weather reports indicate that icing condition no longer exist. If icing conditions are encountered en-route, the aircraft shall leave the icing area immediately. If this not possible the aircraft shall be landed at the nearest suitable landing area. Page No 22 / 32 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No STANDARD OPERATING PROCEDURES CHAPTER 16 Ammendment Date

OPERATION IN SNOW-BOUND AREAS: During winter operations over snow-bound areas, a pilot is likely to encounter snow-blindness white-out, loss of outside reference over large stretches of snow, flying of powder snow on take off and landing. To overcome these flight hazards few precautions need to be taken as follows:

a) Use of sun/anti-glare glasses. b) Greater reliance should be placed on flight instruments. c) Avoid prolonged hovering over areas covered with powder snow. d) In the absence of skies as special equipment, ensure that snow over the landing area is sufficiently beaten and spreaders like perforated steel plates are used. HAIL: Flight in hail should be discontinued as soon as is safely possible in view of possible damage to the main rotor blades.

TURBULENCE: Caution must be exercised when taking off in low clouds ceiling or visibility condition when these could be associated with atmospheric turbulence in the lower levels. Flights in heavy turbulence near mountains or other terrain may sometimes have to be postponed until calmer conditions exist. Flight into known severe turbulence is prohibited.

THUNDER STORMS

a) Flight into known thunderstorms or severe turbulence is prohibited. Avoid flying in the vicinity of heavy cumulus or cumulonimbus clouds as this involves the risk of lightning strikes, severe turbulence and danger of sudden wind shifts: b) Recommended precautionary procedures for avoiding a thunderstorm are as follow:- Page No 23 / 32 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No STANDARD OPERATING PROCEDURES CHAPTER 16 Ammendment Date

i) Do not takeoff if there is a risk of flying in-to an area of active, thunderstorm that cannot be circumnavigated. ii) Avoid flying close to cumulonimbus clouds or thunderstorms as severe turbulence or hail may be encountered. iii) Be aware of possibility of acoustic shock and take appropriate action to reduce the hazard by lowering the volume control of placing the headset forward of the ears. iv) When encountering an area of frequent lightning, the chances of temporary blindness may be reduced by turning the cockpit lights on bright and focusing attention on the instrument panel. Sunglasses can be worn to protect the eyes against the effect of lightning. c) Inadvertent Entry Into a Storm Cell i) Devote all attention to flying the aircraft. Be prepared for turbulence, precipitation, icing and lightning. ii) Do not correct the height gained or lost from up and down currents unless absolutely necessary for obstruction clearance. Reduce power for turbulence speed and do not chase airspeed. Maintain same power setting to avoid confusion arising from the air speed indicator fluctuations and errors. iii) Turns and maneuvers should be kept to minimum. Page No 24 / 32 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No STANDARD OPERATING PROCEDURES CHAPTER 16 Ammendment Date

WATER SPOUTS: Heavy convective activity over water may lead to the development of waterspouts. These spouts occur from the surface of the water and extend into the base of cloud. They are potentially very dangerous, and must be avoided.

Flight in areas where it is suspected that waterspouts may occur should remain VMC, and below the base of cloud so that they can be seen and avoided. (They are, not detectable by radar).

Alternately, if IMC flight is preferable, it should be conducted well above the base of cloud.

WHITEOUT CONDITIONS: When operating in known or anticipated whiteout conditions during takeoff and landing, the PIC should:-

a) Ensure sufficient reserve of power to hover out of ground effect before attempting to take off or land; b) Go for a no hover landing and transfer your gaze, to keep references with ground.

This procedure is also to be adopted for flights to dusty helipads/ Bases.

WIND: The limiting wind speed for engagement of rotors will vary and also depend upon the gust factor. Caution must be exercised. Avoid engagement under conditions of excessive rotor blade flapping.

WIND SHEAR: Wind Gradient i.e. variation of wind speed from the surface of the earth to a height of approx, 2000 ft is always present. When the intensity of this wind shear is large it can create problems during the critical phases of flight namely during the take-off and approach to land. Main causes of wind shear are cloudburst, down drafts associated Page No 25 / 32 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No STANDARD OPERATING PROCEDURES CHAPTER 16 Ammendment Date

with thunderstorms, mountain wave systems and deflected low level winds around building & large structures. Low level wind shear also arises at warm & cold fronts and at the sea breeze fronts with usually a marked temperature inversion near the ground. Pilots should be aware of this phenomenon, whenever wind shear is experienced it should be reported to the ATC.

CROSS WIND OPERATIONS: Limitations of cross wind take- off & landing (side ways & rear ward flights in helicopters) are specified in the respective Aircraft Flight Manuals. Pilots are to adhere to the limitations specified and exercise caution while operating within these limitations.

TRAILING VORTICES/ WING TIP TRAILS/ ROTOR DOWN WASH: These can adversely affect operations in the form of wind shear especially when they emanate from heavy aircraft. In order to avoid this effect, approach/ take off should be delayed with necessary time interval.

16.18 EMERGENCY PROCEDURES: The actual drills and procedures to be followed in the event of an helicopter / system emergency / malfunction are indicated in the respective Flight Manual for each type of helicopter. Two emergencies of general nature are discussed in the succeeding paragraphs.

16.19 INADVERTENT IMC: Loss of visual references can occur suddenly and with little warning when operating in marginal weather conditions. When flying in such conditions, every pilot should have a contingency plan of how to recover from inadvertent IMC, even if it is only in the back of his head. In a two-pilot environment, it is a good policy for the pilots to discuss and prepare. In some ways, this is an informal version of the missed-approach briefing on an IFR approach.

An instinctive reflex to “go back”, i.e. descend rapidly or Page No 26 / 32 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No STANDARD OPERATING PROCEDURES CHAPTER 16 Ammendment Date

turn sharply in order to regain visual clues can be hazardous and may lead to disorientation, possibly accompanied by loss of control or unstabilised contact with terrain.

If the pilot has lost visual clues, the safest response is to shirk off the almost inevitable feelings of denial and quickly accept the new state of reality, then;

a) Level the aircraft on the ADI (pitch and roll), simultaneously; b) Apply takeoff power; c) Climb and establish moderate forward airspeed; d) While formulating a new plan, one pilot should remain on instruments. The above procedure is predicated on the supposition that the crew is aware of the aircraft position and knows the general height of the land and MSA.

16.20 PILOT INCAPACITATION: Incapacitation of a crew member may take many forms, varying from acute discomfort to complete loss of consciousness whilst at the controls, to possibly the most dangerous form, subtle incapacitation, where the handling pilot is fully conscious and responding to some stimuli but then acts in an irregular or irrational manner.

In the case of the Pilot-not-flying (PNF) assesses a situation as a risk to the safety of the helicopter and its occupants and suspect subtle incapacitation. He is to immediately seek confirmation from the PF by direct challenge that his health and well-being is satisfactory, and that the safe continuation of the flight will not be compromised.

Where the flying pilot is also the Pilot-in-Command, he may choose to disregard this advice. Nonetheless, the non-flying pilot shall remain responsible for always offering such advice, and where necessary, intervening. Page No 27 / 32 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No STANDARD OPERATING PROCEDURES CHAPTER 16 Ammendment Date

During critical stages of flight, i.e. on final approach, any intervention by the non-flying pilot should be positive and unambiguous.

Although of a lesser degree, the risk presented to the helicopter and its occupants caused by incapacitation of the PNF is real and not to be underestimated.

16.21 VISUAL ILLUSIONS: Vision may be separated into central and peripheral. Although the two are always intimately connected, Central or focused vision is used for object recognition but peripheral vision is our main source of spatial orientation. Central vision illusions are usually misunderstandings of what we see peripheral illusions are false impressions of movement or rotation.

Central visual illusions are often affected by expectancy. A Pilot’s judgment may be biased by previous experience and preconception. Pilots accustomed to flying from airfields surrounded by tall trees may misjudge the height on approaches in the Arctic where the trees are short and stunted. Pilots accustomed to a wide runway may feel uncomfortably high on approach to a narrow runway. The narrow runway appears to be longer and farther away, causing a late flare and early touchdown. This effect is also responsible for the difficulty that inexperienced pilots have rounding out a night because the runway lights are outside the hard surface. They make the runway appear wider and the tendency is to round out high.

The uphill slope presents a larger (taller) image at the retina, which is interpreted as being high. The tendency is for a steep approach to be flown and the aircraft may make contact before the round off has been completed. The downhill slope gives the impression of being too low. A flat approach is likely and round off may be made too high. Page No 28 / 32 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No STANDARD OPERATING PROCEDURES CHAPTER 16 Ammendment Date

Many accidents have occurred during visual approaches or during the visual segment following an instrument approach. Factors that affect how a pilot perceives his approach path during a visual approach, factors which affect that perception and the recommended procedures for avoiding incidents during a visual approach.

VISIBILITY RESTRICTIONS: An above glide path illusion is bound to occur under conditions of haze, smoke, dust, smog, glare or darkness. The absence of shadows are a key factor for depth to a pilot to interpret his altitude as being higher that it actually is. Another serious case is encountered in a smoke or dust layer blowing across the threshold. They effect varies with individuals and is modified by the intensity and clarity of runway lighting. It is best exemplified by the tendency, when on a precision approach to reduce power and drop below glide path as soon as the runway is seen.

Moisture on windshield impairs visibility and may cause illusion due to refraction of light depending upon the particular airplane and pattern of ripples across the windshield you can appear to be above or below the glide slope, or left or right of the center line. This can be as much a 200 ft error at one mile from the runway which, when combined with the effect mentioned above, could result in a touchdown three to five thousand feet short of the runway. Cross check VSI for the rate of descent and fly to the touchdown target.

RUNWAY LIGHTING: When runway lights are on bright, the runway will appear to be closer and seems further away when runway light are dim, or more simply put, bold colors advance dull colors recede.

An approach to a brightly-lit runway on a dark, clear night has often resulted in touchdown far short of the runway when the pilot ignored instrument cross check and relied only on visual area. This phenomenon is called black hole effect and is particularly relevant when approaching airports at night over the sea, jungle or desert. When all is dark except for the distant runway or airport lights, with a black hole intervening, there is an illusion of height and the pilot should guard against it. The presence of approach zone lighting decreases this hazard. Page No 29 / 32 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No STANDARD OPERATING PROCEDURES CHAPTER 16 Ammendment Date

RUNWAY CHARACTERISTICS: During approach to a wide runway expect to be higher than you appear, and lower than you appear whilst on an approach to a short narrow runway.

Instrument cross check until touchdown is therefore very important. Irregularities in runway surfaces especially on rolling terrain can also cause a runway to appear much shorter when your lose sight of the far end after touchdown due to a hump between the airplane and the far end. This sudden shortening of the runway could result in more abrupt than necessary stopping, excessive reversing and end with a problem keeping the airplane on the runway.

RUNWAY CONTRAST: Illusions are likely to occur when the runway color approximates the surrounding terrain. The snow-covered runway and night landing on a dimly lit runway are extreme examples.

A concrete runway on a sand surface in bright sunlight or the macadam strip surrounded by dark jungle foliage will give similar difficulties. Water on the runway are extreme examples will heighten the effect.

Haze or other visibility restrictions will serve to further reduce runway terrain color contrast.

WHITEOUT AND BLACK HOLES: Whiteout and black holes, both due to lack of contrast, cause many accidents. In white- out a layer of fresh snow on the ground merges with a white sky an indistinct horizon to make depth perception practically impossible. A similar effect may be caused by blowing snow particularly in helicopters in the hover. Under white-out conditions, experienced pilots have flown aircraft into the ground while maneuvering at low levels Float plane pilots have similar problems making landings on glassy water. It is common practice for them to set up a constant, low rate descent under these conditions rather than trying to estimate the height above the water. Page No 30 / 32 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No STANDARD OPERATING PROCEDURES CHAPTER 16 Ammendment Date

During night visual approaches to runways in dark, featureless areas such as unlighted woods or over water, the lack of ambient clues to orientations interferes with depth perception. Such areas are known as black holes.

In these conditions, pilots often over-estimate their altitude, and, while concentrating on maintaining a constant visual angle of approach, describe an arc, which results in premature contract with the ground. A frequent altimeter crosscheck is vital to avoid this problem.

Disorientation: Is also more common taking off at night in “black hole” conditions. It is imperative that pilots make the transition to instruments immediately upon take off and anticipate possible pitch up illusions.

FALSE HORIZONS: False perceptions of the horizontal can be confusing. Lining up with sloping cloud tops, particularly between layers, is not uncommon. At night, when flying over sparsely populated areas, ground lights and stars may be confused, giving a feeling of tilt or nose high attitude. A dimly lit, straight road in the distance can be mistaken for the horizon. Taking off into a black hole the receding shoreline may be mistaken for the horizon, with disastrous results.

16.22 NON-REVENUE FLIGHTS

16.22.1 Training Flights : Training flights are performed for the purpose of type-rating new pilots, or conducting proficiency checks, Route Checks, IR Training / tests,

16.22.2 Maintenance Flights: A Maintenance flight is performed in order to check that the aircraft conforms to the aircraft type :

a) Flight Characteristics. b) Correct function of all aircrafts systems. c) Performance. Page No 31 / 32 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No STANDARD OPERATING PROCEDURES CHAPTER 16 Ammendment Date

16.22.3 Ferry flights: Ferry flights are flights to fly an aircraft from one aerodrome / heliport to another.

16.23 SPECIAL OPERATIONS

16.23.1 OFFSHORE OPERATIONS: Refer chapter 32 of this manual for offshore operation (CAR Sec 8 Series O Part IV dated 17 Jan 2011 can also be referred).

16.23.2 MOUNTAIN OPERATIONS: Refer chapter 34 of this manual for mountain operations (CAR Section 8 Series O Part IV dated 17 Jan 2011can also be referred.)

16.23.3 AERIAL OPERATIONS: Refer chapter 35 of this manual for aerial operations.

16.24 GROUND HANDLING : Ground handling is covered at Chapter 8 of this manual. Page No 32 / 32 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No STANDARD OPERATING PROCEDURES CHAPTER 16 Ammendment Date

Intentionally Left Blank Page No 1 / 3 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No USE OF CHECK LISTS CHAPTER 17 Ammendment Date

17.1 CHECK LISTS: Checklists, as approved by DGCA, are to be used as prescribed in the Aircraft Flight Manual for all phases of flight. Drills that are to be initiated from memory must subsequently be checked by reference to the checklist. The pilot in command is responsible to ensure that the appropriate check list is completed on every occasion.

The checklist shall be carried in the cockpit for every flight and shall be readily accessible to the pilots. All checks in multi crew helicopter are to be done by challenge & response methods as given below:

On all multi crew operations it is mandatory to use the checklist for all stages of flights. The non-handling Pilot is to call out the item to be checked / activated / operated and the handling Pilot/Flt Engineer /cabin crew is to respond verbally and act accordingly. The items on the checklist shall be called out separately in a loud and clear voice. The next item Is not be called until the previous item is checked properly. If during or after reading of the Pilot’s preflight or before starting checklist both Pilots simultaneously vacate the cockpit, these checks are invalidated.

In case of emergency drills that are to be initiated from memory must subsequently be checked by reference to the emergency checklist.

Before take-off and landing, checks should be completed well in time. Once started, checks should not be interrupted.

17.1.1 SINGLE PILOT CHECKLIST PROCEDURES: Pilot will carry out all the checks prior to and after flight with the help of checklist and during the flight he will use fly through checklist to carry out the checks.

17.1.2 TWO PILOT CHECKLIST PROCEDURES: This section details the procedures for the use of the checklist when PHHL Page No 2 / 3 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No USE OF CHECK LISTS CHAPTER 17 Ammendment Date

Helicopters are operated with two pilots in accordance with the requirements given below:

The two pilot checklist procedures detailed below will be used in the following circumstances by challenge and respond method.

a) On all contracts on which the client requires a qualified two pilot crew. b) When two pilots are required as crew as detailed in the Flight/ Operations Manual. c) During IFR training flights except as required by the IRE for single pilot IFR competency checks/ training.

17.2 PROCEDURES

17.2.1 PREFLIGHT EXTERIOR CHECKS: These checks may be conducted by one pilot from memory or with the check list as a reference.

17.2.2 PRE-START TO AFTER LANDING/ SHUT DOWN CHECKS: All the required checks, during all the phases of flight, will be carried out by Challenges and Response method as given above.

17.2.3 EMERGENCY CHECK LISTS: Emergency checklists are to be carried to all PHHL helicopters and must be in an accessible area within reach of the Pilot/ Co-pilot/ Flt Engineer at all times during the flights.

Pilots/ Flight Engineers should respond to any in-flight emergency by completing the Immediate Action list prior to consulting the Emergency Checklist and carrying on with subsequent actions. Page No 3 / 3 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No USE OF CHECK LISTS CHAPTER 17 Ammendment Date

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18.1 ADHERENCE TO DEPARTURE PROCEDURES : Crew must strictly follow the published SIDs or visual departure procedures at all airports, heliports or helipads. This adherence to standard procedures is even more vital when operating in hilly terrain.

In the event of non-availability of any laid down procedures, crew must use common sense to conduct safe departures to stay away from obstructions, congested areas or Oil and Gas installations.

18.2 NOISE ABATEMENT PROCEDURE Though no noise abatement procedures exist at present for helicopters in India, crew should strive to maintain a fly-neighborly attitude by avoiding low turns over residential area. A steep approach can restrict the noise level to thei m m e d i a t e vicinity of the landing ground. Safe altitudes must always be maintained in the interest of safety. The speed recommended in manufactures flight manual approved by DGCA for noise abatement during takeoff/ approach segment of flight should be adhered to. Page No 2 / 2 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No DEPARTURE CONTINGENCY PROCEDURES CHAPTER 18 Ammendment AND NOISE ABATEMENT Date

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19.1 MAINTENANCE OF ALTITUDE AWARENESS: The importance of maintaining assigned altitudes correctly cannot be over emphasized. This point is even more vital when engaged in offshore operations where no centralized agency exists for advising / controlling of traffic. Also, the temptation to break through clouds without being aware of one’s positions and other traffic needs to be resisted. Crew are advised to follow the under-mentioned procedure to ensure adherence to altitudes.

a) Non-handling pilot must be briefed to call “1000 ft TO GO” and “100 ft TO GO” before reaching the assigned altitudes during climb and descent. b) RADALT where available must be used correctly as per the laid down procedure to avoid transgression below the assigned altitude. c) Non-flying pilot must be briefed to call out any deviation from the assigned altitude. d) The laid down Altimeter setting procedure must be strictly followed. e) Height hold on Auto Pilot / coupler where available be used to maintain altitude.

19.2 APPROACH AND LANDING: During descent from transit altitude, to assess the accuracy of the QNH, a cross check between the barometric altitude and radar altitude shall be carried out at 1000 feet.

a) IFR: During final landing checks for an instrument approach, the radalt shall be set to 200 feet for a precision approach and 300 feet for a non- precision approach. b) VFR: During final landing checks for a visual approach the radalt shall be set to 300 feet.

19.3 RAD ALT WARNINGS: Whenever a radalt warning “Check height” activates, the handling pilot shall positively acknowledge the warning by confirming the height and Page No 2 / 3 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No MAINTAINANCE OF ALTITUDE CHAPTER 19 Ammendment AWARENESS Date

intentions. In the case of radalt warning “100 feet”, this shall be positively acknowledged by the handling pilot confirming LOP. For landings offshore, in addition to acknowledging the height at “300 feet”. The following shall be confirmed.

a) Floats are armed. b) Cleared to land. c) Positive identification of Platform/ rig. d) Landing gear down and locked. Three Greens ON.

19.4 CONTINGENCY PLANNING: Pilot-in-command should develop a habit of discussing contingency plans for action in the event of any emergency, whether operating in hostile area or not. This will ensure alertness in the cockpit and all available options could be assessed without any actual pressure on the crew.

Some of the likely malfunctions that could occur and warrant a quick response are:

a) Severe vibrations. b) Loss of oil pressure in the gearbox/ transmission. c) Tail rotor failure. d) Failure of one or both engines.

The altitudes, at which PHHL helicopters operate, as also the areas of operation, preclude the possibility of entry into icing conditions. However, the crew must keep a close- watch on the free air temperature when flying through clouds at high altitudes in the winter. At the first sign of sudden drop in temperature and visible moisture, the helicopter should be flown away from the area. Page No 3 / 3 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No MAINTAINANCE OF ALTITUDE CHAPTER 19 Ammendment AWARENESS Date

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20.1 ACCEPTANCE AND CLARIFICATION OF ATC CLEARANCES: Any error in copying ATC clearance can be disastrous if the assigned altitude, QNH or the procedure to be followed for arrival/ departure is misunderstood and results in degradation of terrain clearance. Crew must repeat the following parameter of an ATC clearance using the standard ICAO; phraseology:

a) QNH. b) Altitude cleared to. c) Turns and reporting points. d) Frequencies, both radio and navigational.

20.1.1 CREW RESPONSIBILILTY FOR TERRAIN CLEARANCE: It must be remembered that the ATC is not responsible for prevention of collision with terrain. Safe altitudes for ATS routes and instrument approach procedures have been published and strict adherence to these altitudes ensures adequate terrain clearance. Pilots-in-command must not descend below these altitudes except as per the laid down procedures.

The crew must take the following factors into account when deciding the cruising altitude for any flight:

a) ATC requirements in terms of published safe altitudes and traffic separation. b) Current meteorological situation like thunderstorms, strong winds in hilly areas and temperature deviation. c) Actual helicopters performance for sustaining altitude in OEI operation. d) Elevation of terrain. e) Navigational facilities. Page No 2 / 2 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ACCEPTANCE OF ATC CHAPTER 20 Ammendment CLEARANCE Date

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21.1 STANDARD BRIEFINGS: These briefing are to be conducted by the Handling Pilot and to be understood and acknowledged by the Non-Handling Pilot. Crew must conduct a full brief for the first departure and the first arrival. During the inter-platform shuttles, they may curtail the contents to highlight the most vital parts.

21.1.1 ONSHORE DEPARTURE BRIEFING (EXAMPLE): This will be a Take-off from Runway 26, with a right turn onto 330o to join the 310o Radial, climbing to 500 feet or as cleared. Monitor the instruments and advise me of any malfunction. Call 40kts to be acknowledged by the PIC who will call “CDP”.

For any malfunction after T/O, I shall advice whether rejecting or continuing. In the event of an emergency only immediate action will be carried out until we are safely established in the climb (IMC or night: safely established in the climb and above 500 feet) or back on the ground.

21.1.2 INSTRUMENT APPROACH BRIEFING (MAY BE GIVEN BY EITHER PILOT): The following list contains items that should be considered for an instrument approach briefing. They are not all required for any particular approach and consideration must be given to familiarity with the procedures and time available for briefing. The absolute minimum, when time is extremely limited, is to ensure that both pilots are using the same current approach plates and that visibility / RVR is not below limits for the approach (or is at least expected to be within limits at the relevant time). For radar-vectored approaches, the heading and ‘briefing strip’ of the Jeppesen approach plates contain enough briefing information for the procedure, except for minimum RVR/ Visibility. Page No 2 / 5 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No DEPARTURE AND APPROACH CHAPTER 21 Ammendment BRIEFING Date

This will be (radar vector to) a/an approach to Runway-at, Sheet----dated----

ATIS frequency is------, Approach / Radar frequency is ------, and Tower frequency is______.

The Locator/VOR/LOC frequency is ------, and to be selected as follows______.

Final Approach course is ______, and minimum Alt at the Locator is ______ft.

MDA/DA is ______ft, and airport elevation is ______ft.

MSA in this sector is ----ft, and we shall be approaching at ______ft.

Missed approach procedure is (or as instructed by ATC) minimum visibility/ RVR is ____m and forecast/actual visibility/ RVR is ______m.

Advise me passing round thousands of feet in the descent and 500 ft and 100 ft. before any assigned altitude and before MDA/DA.

Advise me approaching limits of +5O heading/radial, half – scale deflection in glide-slope or azimuth or 100 feet in altitude.

Just before DA, I shall call “decide”. You will reply “Visual. Look up”/ “Visual. I have control” or “Go around”. Do you have any questions?

21.1.3 OFFSHORE LANDING BRIEFING (EXAMPLE): This will be a Rig Landing at the Sagar Kiran. I shall approach into wind with the obstructions on my right and an escape route to the left. Page No 3 / 5 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No DEPARTURE AND APPROACH CHAPTER 21 Ammendment BRIEFING Date

Check and confirm the rig name as soon as possible.

Monitor the instruments throughout the approach and landing, and advise me of any malfunction.

Advise me if rate of descent exceed of 500 ft/min below 500 ft and call Ng/ PWR above ------% Confirm Floats are armed.

I shall call “committed”. Landing gear down & locked. Three greens ‘ON’

In the event of a malfunction before committed, I will fly way and divert as appropriate, after committed I will continue the approach to the deck.

Only immediate actions will be carried out until we are safely established in the climb (IMC or night; safely established in the climb and above 500 feet ) or on deck.

Do you have and questions?

21.1.4 OFFSHORE TAKE-OFF BRIEFING (EXAMPLE): This will be a Rig Take – off to join the 290O radial inbound at 1,500 ft.

Monitor the instruments and advise me of any malfunction, or rate of sink. I shall call ‘Rotation’.

In the event of a malfunction before rotation, I shall reject take-off and land back onto the deck. After rotation I shall continue the take-off and advice climbing away or ditching.

Only immediate actions will be carried out until we are safely established in the climb (IMC or night: safely established in the climb and above 500 feet).

Do you have any questions.

21.1.5 ONSHORE LANDING BRIEFING (EXAMPLE): This will be landing to Juhu Runway 26. Page No 4 / 5 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No DEPARTURE AND APPROACH CHAPTER 21 Ammendment BRIEFING Date

Monitor and advise me, of any malfunctions or rate of descent exceeding 500 Ft/ min below 500ft.

Once below 500 ft., only immediate actions will be carried out until we are on the ground or safely established in the climb (IMC. safely established in the climb and above 500 feet agl).

Do you have any questions? Page No 5 / 5 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No DEPARTURE AND APPROACH CHAPTER 21 Ammendment BRIEFING Date

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22.1 ROUTE / ROLE / AREA COMPETENCY: To ensure adequate knowledge of a route to be flown, in a role or in an area, the DGM (Ops) / TRG decides the training required by the Flight Crew taking into consideration the following conditions:-

a) Terrain and minimum safe altitudes. b) The seasonal meteorological conditions, communication and air traffic facilities, services and procedures. c) Search and Rescue procedures. d) The navigational facilities associated with the route along which the flight is to take place.

With reference to the above points, PHHL has divided operational areas into two groups:-

a) Offshore. b) Onshore.

22.1.1 OFFSHORE: The syllabi for offshore PIC qualification is comprehensive as stated in, the PHHL Training Manual. When such pilots are qualified as Offshore P1 (with an IR a pre-requisite for an offshore PIC), he is deemed to be capable of undertaking flights to all the offshore installations,

Such qualified pilots are cleared to fly unrestricted to off shore oil fields, the DGM (OPS) will maintain records of the Helideck audits in respect of all the decks in current use which would include all the cautionary points to which the pilot must given due consideration. As and when, new Rigs move in to the field, DGM (OPS) will detail an experienced pilot to conduct helideck audit which will form a document for pilots briefing.

When a helicopter support is required for vessels/rigs on one time basis from unscheduled bases, only PIC with more Page No 2 / 4 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ROUTE AND DESTINATION CHAPTER 22 Ammendment FAMILIARISATION Date

than 500 hrs P1 offshore experiences on type will be detailed. Prior to launch, DGM (Ops)/ TRG a designated experienced pilot will brief the PIC so detailed.

When a new base is established for a sufficiently long period of operation, it would be started by DGM (OPS)/ one of the experienced pilots who would lay down proper Base Order covering SOPs on planning, loading, routings, operating instructions, Rig / Client information along with contingency plan which will have important telephone numbers of PHHL/ DGCA / AAI / for search and rescue co- ordination.

22.1.2 ON SHORE: The operation On-shore is grouped under High Altitude and Low Altitude.

For regular operation to already established heliports/ helipads, SOPs would be laid giving details of routings with required terrain clearance, OEI considerations, RTOW and RLW charts etc.

For Low Altitude operation from regular heliports and helipads which meet regular laid down dimensions and obstruction clearance for Performance class operations, a pilot is cleared to ;

Operate on self-briefing based on the following:-

a) Topographical layout of the place giving details of the surrounding. b) Details of Nav & Radio aids. c) Instrument approach Letdown and departure chart. d) Standard Operating Procedures. e) Safety Services etc

For operation to helipads which do not meet above considerations, the PIC detailed for such flights will be Page No 3 / 4 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ROUTE AND DESTINATION CHAPTER 22 Ammendment FAMILIARISATION Date

briefed by the DGM (Ops)/ an experienced pilot in detail covering the location, terrain, fuel planning, routing, OEI consideration etc. where need be, an Examiner will be detailed to check out the Pilot for such operation.

For High Altitude operation, only senior and experienced PIC will be detailed. If required, an Examiner will clear the pilots. Page No 4 / 4 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ROUTE AND DESTINATION CHAPTER 22 Ammendment FAMILIARISATION Date

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23.1 CONTINUANCE OF FLIGHT:

a) A flight shall not be continued towards the heliport of intended landing unless the latest meteorological information indicates that conditions at that heliport, will at the expected time of arrival, be at or above the specified heliport operating minima. b) A flight to be conducted in accordance with instrument flight rules shall not be commenced unless information is available which indicates that conditions at the heliport of intended landing or, when an alternate is required, at least one alternate heliport will, at the time of arrival, be at or above the heliport operating minima. c) Before commencing an approach to land, the pilot in command must satisfy himself that, according to the information available to him, the weather at the aerodrome/heliport and the condition of the FATO intended to be used should not prevent a safe approach, landing or missed approach, having regard to the performance information contained in the Operations manual. The in-flight determination of the FATO should be based on the latest available report, preferably not more than 30 minutes before the expected landing time. d) As instrument approach procedure may be initiated regardless of the reported RVR/ visibility but the approach shall not be continued beyond the outer marker, or equivalent position, if the reported RVR/ visibility is less than the applicable minima. NOTE:

i) The equivalent position mentioned above can be established by means of GPS/ DME distance, Page No 2 / 4 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No COMMENCEMENT AND CONTINUATION OF CHAPTER 23 Ammendment INSTRUMENT APPROACH Date

a suitably located NDB or VOR, SRE or PAR fix or any other suitable fix that independently established the position of the aircraft. ii) Except in an emergency, an aircraft shall not continue its approach at an airport beyond a point at which the instructions on weather minima contained in Route Manual will be infringed. iii) If after passing the outer marker or equivalent position in accordance with the paragraph above, the reported RVR/ visibility falls below the applicable minima, the approach may be continued to DH or MDA/H. Where no outer marker or equivalent exists, the Commander or Pilot to whom the conduct of the flight has been delegated shall make the decision to continue or abandon the approach before descending below 1000 ft above the aerodrome / heliport on the final approach segment. iv) The approach may be continued below DAH or MDAH and the landing may be completed provided that the required visual reference is established at the DAH or MDAH and is maintained.

23.2 STABILIZED APPROACH: An approach is stabilized when the aircraft is flown:

a) Along the desired flight path in landing configuration. b) With a heading needing only small corrections to maintain the desired flight path; c) At the correct approach speed including relevant and agreed upon corrections; d) Maintaining an acceptable rate of descent; and e) At a power setting needing only small corrections to maintain the desired flight path. Page No 3 / 4 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No COMMENCEMENT AND CONTINUATION OF CHAPTER 23 Ammendment INSTRUMENT APPROACH Date

NOTE:

i) In IMC, all approaches shall be planned to be stabilized at 1000 ft above aerodrome/ heliport level. ii) All approaches must be stabilized not later than at 500 ft. If not stabilized at 500 ft, a go-around must be made. In any precision approach it must be ensured that the aircraft crosses the threshold with a safe margin and in the landing configuration. iii) It is the duty of the Non-flying pilot to monitor that every approach is stabilized and to warn the FP at 1.000 ft and 500 ft if not stabilized. iv) For helicopter VFR/VMC operation the approach should be stabilized at the discretion of the Commander. Page No 4 / 4 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No COMMENCEMENT AND CONTINUATION OF CHAPTER 23 Ammendment INSTRUMENT APPROACH Date

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24.1 DETERMINATION OF AERODROME/ HELIPORT OPERATING MINIMA FOR IFR OPERATIONS: These regulations are valid for IFR operations with helicopters registered or used for Public Transport in accordance with DGCA Operations Permission.

a) Aerodrome /heliport operating minima are determined on the basis of information found in section. Such minima must take into account any increment in specified values imposed by the Authority. The minima given in the Route Manual for a specific type of approach and landing procedure are considered applicable if: i) The ground equipment shown on the respective chart required for the intended procedure Is operative. ii) The helicopter systems required for the type of approach are operative. iii) The required helicopter performance criteria are met; and iv) The crew is qualified accordingly.

b) Departure and approach procedures specified by the State in which the Aerodrome/ heliport is located shall be used. Notwithstanding the previous sentence, a Commander may accept an ATC clearance to deviate from a published departure or arrival route, provided obstacle clearance criteria are observed and full account is taken of the operative conditions. The final approach must be flown visually or in accordance with the established instrument approach procedure. Different procedures to those required by the State may only be implemented provided they have been approved by the State in which the aerodrome/heliport is located, and accepted by the Authority. Page No 2 / 10 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No CONDUCT OF PRECISION AND NON- CHAPTER 24 Ammendment PRECISION APPROACHES Date

24.1.1 WEATHER MINIMA FOR IFR OPERATIONS-GENERAL: The following regulations shall govern the planning and operational minima for takeoff and landing with PHHL helicopters.

a) For precision approach, the regulations for Category I, operations are valid. Prior to the flight, the Captain shall make himself familiar to the procedures that may be used in connection with takeoff, landing and missed approach, for the aerodrome listed on the company flight plan. b) The planning and operational minima shall not be lower than the minima that might be published by DGCA. c) For all operations in India the approved Route Manual information and Jeppesen / AL plates shall be used.

24.1.2 NIGHT OPERATIONS LIGHTING: Take off and landing at night shall only take place on runways, heliport or helidecks provided with approved light equipment.

24.2 PLANNING MINIMA

24.2.1 TAKE OFF ALTERNATES : Before commencing any takeoff, the Captain must satisfy himself that, according to the information available to him, the weather at the aerodrome/heliport and the condition of the safety services / runway / FATO intended to be used should not prevent a safe takeoff and departure. The Captain must also satisfy himself that the RVR/ visibility and the ceiling in the takeoff direction are equal to or better than the applicable minimum. The captain shall not commence a takeoff unless the weather conditions at the aerodrome/heliport of departure are equal to or better than applicable minima for landing at that aerodrome/ heliport unless a suitable takeoff alternate is available. The captain must select a takeoff alternate within one hour flight time at normal Page No 3 / 10 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No CONDUCT OF PRECISION AND NON- CHAPTER 24 Ammendment PRECISION APPROACHES Date

cruise speed for a flight under instrument meteorological reasons. An aerodrome/ heliport of departure due to meteorological reasons. An aerodrome / heliport shall not be selected as a takeoff alternate unless the appropriate weather reports of forecasts or any combination thereof indicated that, during a period commencing one hour before and ending one hour after the estimated time of arrival at the aerodrome/ heliport the weather will be at or above the applicable landing minima. Any limitations related to one engine inoperative must be taken into account.

24.2.2 TAKE OFF REQUIRED VISIBILITY / RVR

a) The take off minima must be selected to ensure sufficient guidance to control the helicopter in the event of both a discontinued takeoff in adverse circumstances and a continued takeoff after failure of the critical power unit. For night operations ground lighting must be available, to illuminate the FATO and any obstacles unless otherwise agreed by the Authority. b) When the reported meteorological visibility is below that required for takeoff and RVR is not reported, or when no reported meteorological or RVR is available, a takeoff may only be commenced if the Commander can determine that the RVR/visibility along the takeoff FATO/ runway is equal to or better than the required minimums.

24.2.3 IFR PLANNING – ACCEPTABLE ROUTES: IFR operations shall only be conducted along such routes or within such areas for which:

a) Ground facilities and services, including meteorological services, are provided which are adequate for the planned operations; Page No 4 / 10 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No CONDUCT OF PRECISION AND NON- CHAPTER 24 Ammendment PRECISION APPROACHES Date

b) The performance of the aircraft intended to be used is adequate to comply with minimum flight altitude requirements; c) The equipment of the aircraft intended to the used meets the minimum requirements for the planned operations; d) Appropriate maps and STAR/ SID charts are available; and e) For helicopters operated in Performance Class 3, surface are available which permit a safe forced landing to be executed.

24.2.4 PLANNING MINIMA FOR DESTINATION AND DESTINATION ALTERNATES: An aerodrome/heliport may be selected as a destination/alternate aerodrome/ heliport when the appropriate weather reports of forecasts, or any combination thereof, indicate that, during a period commencing one hour before and ending one hour after the estimated time of arrival at the aerodrome/heliport, the weather conditions will be at or above the applicable landing minima.

24.2.5 ALTERNATE REQUIREMENTS: For a flight to be conducted in accordance with IFR or when flying VFR but navigating by means other than visual reference to landmarks, the commander shall specify at least one suitable alternate in the operational flight plan unless:

a) For a flight to a land destination, the duration of the flight and the meteorological conditions prevailing are such that, at the estimated time of arrival at the heliport or aerodrome/heliport of intended landing, an approach and landing may be made under visual meteorological conditions as prescribed by the Authority; or b) The heliport of intended landing is isolated and no suitable alternate is available and an approach and landing be made under VMC. Page No 5 / 10 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No CONDUCT OF PRECISION AND NON- CHAPTER 24 Ammendment PRECISION APPROACHES Date

c) A point of no return (PNR) shall be determined. The PNR shall be recorded on the operational flight plan d) Alternate shall be stated on the operational flight plan.

24.3 OPERATIONAL MINIMA-INSTRUMENT APPROACH

24.3.1 SYSTEM APPROACH MINIMA FOR DESTINATION AERODROME/HELIPORT

System Minima for Non Precision Approach Aid Facility Lowest MDH ILS (no glide path-LLZ) 250 ft SRA (Terminating at ½ NM) 250 ft SRA (Terminating at 1 NM) 300 ft SRA (Terminating at 1 ½ NM) 350 ft VOR 300 ft VOR/DME 250 ft NDB 300 ft VDF 300 ft

NOTE: The MDH must not be lower than the OCH/OCL for the category of aircraft or the system minimum.

24.4 NON-PRECISION APPROACH: Required RVR for non- precision approaches is found below (for night operations at least runway edge, threshold and runway end lights must be on). Onshore non-precision approach minima for performance Class 1 and 2 helicopters is as given below. Page No 6 / 10 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No CONDUCT OF PRECISION AND NON- CHAPTER 24 Ammendment PRECISION APPROACHES Date

Onshore non-precision approach minima (Notes 4, 5, 6)

MDH Facilities

Intermediate Basic Nil (Note 1) (Note 2) (Note 3)

250 ft -299 ft 800m 1000m 1000m

300ft- 449ft 1000m 1000m 1000m

450 ft and above 1000m 1000m 1000m

Note 1: Intermediate facilities comprise FATO/runway marking, 420-719m of H1/MI approach lights, FATO/ runway edge lights, threshold lights and FATO/runway end lights. Lights must be on.

Note 2: Basic facilities comprises FATO/runway markings, <420 m H1/MI approach lights, any length of LI approach lights, FATO / runway edge lights, threshold lights, FATO/ runway end lights or no lights at all.

Note 3: Nil approach light facilities comprise FATO/ runway markings, FATO/ runway edge lights, threshold lights, FATO/ runway end lights or no lights at all.

Note 4: The table is only applicable to conventional approaches with a normal descent slope of not greater than 4 degrees. Great descent slopes will usually require that visual glide slope guidance (i.e. PAPI) is also visible at the minimum descent Height.

Note 5: The above figures are either reported RVR or meteorological visibility converted to RVR.

Note 6: The MDH mentioned in the table refers to the initial calculation of MDH. When selecting the associated RVR, there is no need to take account of a rounding up to Page No 7 / 10 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No CONDUCT OF PRECISION AND NON- CHAPTER 24 Ammendment PRECISION APPROACHES Date

the nearest ten feet, which may be done for operational purposes, e.g. conversion to MDA.

24.4.1 DESCENDING BELOW MDA/ MDH DURING NON-PRECISION APPROACH: A pilot may not continue a non-precision approach below the MDA/MDH unless at least one on the following visual references for the intended runway is distinctly visible and identifiable to the pilot.

a) Elements of the approach light system. b) The threshold. c) The threshold markings d) Identification lights. e) The threshold lights. f) The visual glide slope indicator. g) The touchdown zone or touchdown zone markings. h) The touchdown zone lights or the FATO/runway edge lights. i) Other visual references accepted by the Authority.

24.5 CATEGORY I PRECISION APPROACH

a) Category I operations in a precision instrument approach and landing using an ILS, MLS or PAR with a decision height not lower than 200 feet and with a runway visual range not less than 500m. The decision height (DH) used for CAT I must not be lower than. i) The minimum decision height stated In the AFM, if any ii) The minimum height to which the precision approach aid can be used without the required visual references. iii) The OCH / OCL for the category of aircraft or iv) 200 feet. Page No 8 / 10 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No CONDUCT OF PRECISION AND NON- CHAPTER 24 Ammendment PRECISION APPROACHES Date

b) Required RVR for CAT I precision approaches is found below. The following minima shall apply for Category I operations by Performance Class 1 and 2 helicopters:

Onshore precision approach minima – Category I

MDH Facilities

Full Intermediate Basic Nil (Note 1) (Note 1) (Note1) (Note 1)

200 ft 0 500m 600m 700m 1000m

201-250 ft 550m 650m 750m 1000m

251 ft -300 ft 600m 700m 800m 1000m

300 ft and above 750m 800m 900m 1000m

Note 1: Full facilities comprise FATO/ runway markings, 720m or of HI/MI approaches lights, FATO/runway edge lights, threshold lights, and FATO/runway end lights. Lights must be on.

Note 2: Intermediate facilities comprise FATO/runway marking, 420-719m of HI/MI approach lights, FATO/runway edge lights, threshold lights and FATO/runway end lights must be on.

Note 3: Basic facilities comprise FATO/runway markings, <420 m HI/MI approach lights, any length of LI approach lights, FATO/runway edge lights, threshold lights, FATO/ runway end lights or no lights at all.

Note 4: Nil approach light facilities comprise FATO/runway markings, FATO/runway edge lights, threshold lights, FATO/ runway end lights or no lights at all. Page No 9 / 10 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No CONDUCT OF PRECISION AND NON- CHAPTER 24 Ammendment PRECISION APPROACHES Date

Note 5: The above figures are either, reported RVR or meteorological visibility converted to RVR.

Note 6: The table is only applicable to conventional approaches with a normal descent slope of not greater than 4 degrees.

Note 7: The DH mentioned in the table refers to the initial calculation of DH. When selecting the associated RVR, there is no need to take account of a rounding up to the nearest ten feet, which may be done for Operational purposes, e.g. conversion to DA.

c) For night operations ground lighting must be available to illuminate the FATO and any obstacles unless otherwise agreed by the Authority. d) Decision Height must not be less than 1.25 x the minimum use height for the autopilot. e) A pilot may not continue an approach below the Category / decision height (DH), determined in accordance with the above, unless at least one of the following visual references for the intended runway is distinctly visible and identifiable to the pilot. i) Elements of the approach light system. ii) The threshold iii) The threshold markings. iv) The threshold lights. v) The threshold identification lights. vi) The visual glide slope indicator. vii) The touchdown zone or touchdown zone markings. viii) The touchdown zone lights or ix) The FATO/runway edge lights. Page No 10 / 10 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No CONDUCT OF PRECISION AND NON- CHAPTER 24 Ammendment PRECISION APPROACHES Date

Intentionally Left Blank Page No 1 / 8 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ALLOCATION OF CREW DUTIES CHAPTER 25 Ammendment Date

ALLOCATION OF FLIGHT CREW DUTIES AND PROCEDURES FOR THE MANAGEMENT OF CREW WORKLOAD DURING NIGHT AND IMC INSTRUMENT APPROACH AND LANDING OPERATIONS

25.1 CRUISE: The Non Flying Pilot (NFP) shall be responsible for the following duties during cruises:-

a) Maintaining radio communication with ATC. b) Monitoring TAS, GS, and fuel consumption, and comparing these value with planned estimated and minimums. c) Monitoring en-route, destination and alternate weather, giving particular attention to new or amended TAF’s, METAR’s SIGMENT’s, and PIREP’s. d) Ensuring a comfortable cabin temperature during the flight. e) Making cabin announcement as necessary.

25.1.1 SEPARATION: The increasing traffic density calls for the highest precision in adhering to cleared altitude/flight levels, and in maintaining accurate navigation. The assigned altitude or Flight Level shall normally be maintained within an indicated tolerance of +/- 50 feet.

Altimeter errors can reduce vertical separation. Exercise extreme caution when flying from one area into another, where different altimeter settings are used for vertical separation or where different units are used, i.e. meter/ feet.

25.1.2 FUEL CHECKS: Fuel checks are performed by checking the actual fuel consumed for a certain distance versus the estimated fuel consumption for that distance. These are made when making operation normal calls or at checkpoints. Page No 2 / 8 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ALLOCATION OF CREW DUTIES CHAPTER 25 Ammendment Date

The fuel consumed shall be checked versus the remaining fuel in order to ensure the correct figures, and shall be recorded on the company flight plan. The differences between actual and estimated consumption shall be noted, and a reason for the difference established.

25.1.3 KEEPING TERRAIN CLEARANCE: Except during climb-out and let down, flights along airways must not be at an altitude/ flight level below the published MTA/MOCA (whichever is lower) corrected for pressure, wind and temperature. Whenever a flight comes outside the corridor on which the minimum altitudes are based, the Commander must ensure that the flight is performed above the published Minimum Off Route Altitude (MORA).

Due to the construction of the radio altimeter, it will not indicate obstacles such as masts, isolated trees, etc., which may determine obstacle clearance limits and consequently also minimum altitudes. Pilots must, therefore, be aware that during an approach the radio altimeter will indicate terrain clearance, and not obstacle clearance.

25.1.4 RADAR ASSISTANCE: Radar may be used to assist in navigation and to reduce separation after consideration of required terrain clearance and weather conditions.

25.1.5 INSTRUMENT MONITORING: To ensure that faults or failure tendencies are quickly noticed and corrective action taken, pilots must make it a routine to periodically survey all relevant instruments and take note of any abnormal readings.

25.2 DESCENT

25.2.1 GENERAL: The descent presents many variables and should be carefully planned and executed. In some areas with increasing air traffic, the descent is often determined by ATC. In many areas of operation the descent can most often Page No 3 / 8 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ALLOCATION OF CREW DUTIES CHAPTER 25 Ammendment Date

be executed without restriction, thus making it possible to descend in a manner, which most advantageous from a cost efficient point of view. Anticipating descent requirements and initiating descent procedures early enough will result in an arrival over the approach fix at required altitude and speed and with checklists almost completed.

25.2.2 DESCENT PROCEDURES: A descent occurs when an aircraft departs an en-route altitude, with the intention of commencing an approach and landing. When IFR, maintain at least MTA, MORA or highest MSA whichever is the highest until a positive check over, or in relation to, a radio aid or the terrain for further descent in the approach area has been made, according to IAL.

In smooth air, descent should ideally be made at high KIAS, not greater than Vne, and a vertical speed of 500 to 700 fpm.

25.3 HOLDING: When holding is required in IFR, decelerate to holding airspeed prior to arriving at the holding fix. If prolonged holding is anticipated, i.e. weather below landing minima, holding should be made at cruising altitude to conserve fuel.

25.4 APPROACH, LANDING PREPARATION AND BRIEFING

a) APPROACH: The adherence to standardized procedures is vital to the safe and effective operation of the helicopter when performing both VFR and IFR approaches. Instrument approaches may be flown and the aircraft landed from either seat, therefore both pilots must be thoroughly familiar with, and follow procedures. The Approach checklist should be completed before commencing the approach or before commencing the descent. Page No 4 / 8 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ALLOCATION OF CREW DUTIES CHAPTER 25 Ammendment Date

When navigation aids are no longer required for en-route navigation (i. e. on radar vectors) they should be set for the approach as follows:- i) ADF 1 & 2 – Approach beacon. ii) GPS – Set for the approach as required (for backup). iii) DME – Set for the approach.

b) CREW BRIEFING: Before all approaches an approach briefing shall be given. For instrument approaches the following template, using applicable items, for a standard approach briefing shall be used. i) Type of approach and plate date. ii) Minimum sector altitude. iii) Initial approach altitude. iv) Final approach course. v) Timing. vi) DA/MDA. vii) Missed approach point. viii) Missed approach procedure; and ix) Nav setup.

25.5 TERRAIN CLEARANCE: Decent in IMC from the initial/ intermediate approach altitude shall not be commenced before procedure turn is completed or the final approach fix/point passed and the A/C is established on:

a) The LLZ (Localizer) or VOR inbound track for the respective procedure within half full scale deflection; or b) The inbound track +/- 5 to from final approach aid in the NDBapproach.

When available, a glide path reference shall be followed. When a glide path reference is not available, the descent on the inbound track shall be steep enough to reach minimum altitude Page No 5 / 8 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ALLOCATION OF CREW DUTIES CHAPTER 25 Ammendment Date

before decision point. However, a programmed vertical profile may be used as supplementary information in order to arrive at the minimum altitude. Responsibility for terrain clearance during PAR approaches rests with the radar controller.

25.6 ILS APPROACH PROCEDURE

FP (Flying Pilot) NFP (Non Flying Pilot) Reduce to approach speed Report: “Approach no later than. Initial Checklist completed” Approach Fix. Ensure that the approach checklist is completed prior to the outer marker or equivalent. At the first indication of Respond “Checked”. localizer movement, Announce “Localizer alive”. At the first indication of Respond “Checked”. glide slope movement, Announce: Glide slope alive.

If able to continue visually: At DH, Announce: “Continuing”. Announce: “Minima” and, “Approach, If unable to continue visually strobe or centerline Respond: “Going Around” lights in sight”, or “Runway in sight”. or: “no contact”. Perform normal landing checklist items, or Conduct progressive crew briefing with headings and altitudes for the missed approach. Page No 6 / 8 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ALLOCATION OF CREW DUTIES CHAPTER 25 Ammendment Date

25.7 VFR APPROACH: Speed wise; a VFR approach is conducted like an instrument approach. The approach should be planned so as to be stabilized 1000 feet above the aerodrome level (ML) and no later a missed approach must be executed. For the comfort of the passengers, it is recommended that the rate of descent be kept to less than 500 ft / min.

25.8 INSTRUMENT APPROACH: Planning and preparation for the letdown and the approach shall be completed before commencing the approach. The flight crew should be well prepared for the expected approach, following a thorough review of the IAL.

25.9 NON-PRECISION APPROACH PROCEDURE.

25.9.1 VISUAL APPROACH AND CIRCLING: Crew coordination is essential. Visual references to the runway environment must be maintained. Precise angle of bank, altitude and airspeed must be maintained and monitored. The NFP shall call attention to any deviations.

When the NFP calls the runway is sight, the FP shall assess whether there is adequate visual reference to continue, then maneuver to a point from which a normal landing can be accomplished.

NOTE: ICAO Doc 8168-OPS/611, Part XI, Procedures for Helicopters, states in the Introduction, “It should also be remembered that in circling procedure, it is considered that a helicopter maneuvers visually to a suitable landing area”.

25.9.2 MISSED APPROACH: A missed approach may be initiated from any point in the approach, including the landing phase if it becomes inadvisable to continue. If a missed approach is required, the following procedure shall be followed: Page No 7 / 8 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ALLOCATION OF CREW DUTIES CHAPTER 25 Ammendment Date

FP NFP Announce: “Pulling up, When a positive rate of Simultaneously climb is Observed on the set power to commence VSI and the altimeter. climb at climb speed. Announce: “Positive climb”. Calls: “Gear-up, (where Selects gear up, where applicable) applicable, and performs after take off checklist”. after take-off checklist and reports, “Gear up, lights out” “After take-off checklist completed.

initiate the missed approach, once established in the climb, continue as per normal operations.

25.10 NORMAL LANDING: The FP will brief the flight path to be taken complying with the following instructions and recommended standard procedures will ensure a high degree of safety in the approach and landing phase of any flight.

Perform all Cat “A” approaches and landing in accordance with the procedures stated in the Aircraft Flight Manual (AFM). There is no difference between a normal twin-engine approach and landing and a single engine approach and landing.

On all approaches the NFP checks the following parameters:

Speed, altitude, rate of descent, wind, essential cockpit instrument and warning light panels. Page No 8 / 8 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ALLOCATION OF CREW DUTIES CHAPTER 25 Ammendment Date

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26.1 ACTION BY INTERCEPTED AIRCRAFT: An aircraft, which is intercepted, by another aircraft shall immediately:

a) Follow the instructions given by the intercepting aircraft, intercepting and responding to visual signals in accordance with para 2.6.1.1 b) Notify, if possible, the appropriate air traffic services unit; c) Attempt to establish radio communication with the intercepting aircraft or with the appropriate intercept control unit, by making a general call on the emergency frequency 121.5 MHz, giving the identity of the intercepted aircraft and the nature of the flight; and if no contact has been established and if practicable, repeating this call on the emergency frequency 243 MHz; d) If equipped with SSR transponder, select Mode A, Code 7700, unless otherwise instructed by the appropriate air traffic services unit. If any instructions received by radio from any sources conflict with those given by the intercepting aircraft by visual signals, the intercepted aircraft, shall request immediate clarification while continuing to comply with the visual instructions given by the intercepting aircraft.

If any instructions received by radio from any sources conflict with those given by the intercepting aircraft by radio, the intercepted aircraft shall request immediate clarification while continuing to comply with the radio instructions given by the intercepting aircraft.

26.1.1 RADIO COMMUNICATION DURING INTERCEPTION: If radio contact is established during interception but communication in a common language is not possible, attempts shall be made to convey instructions, acknowledgement of instructions and essential information Page No 2 / 5 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No INTERCEPTION OF CIVIL AIRCRAFT CHAPTER 26 Ammendment Date

by using the phrases and pronunciations in Table 2.1 and transmitting each phrase twice: (Needs to be revalidated by author)

Phrases for use by INTERCEPTING Phrases for use by INTERCEPTING aircraft aircraft Phrases Pronuncia- Meaning Phrases Pronuncia- Meaning tion tion CALL SIGN KOL SA-IN What is your CALL SIGN KOL SA-IN MY Call sign is CALL sign? FOLLOW FOL-LO Follow me WILCO VILL-KO Understand Will Comply DESCEND DEE-SEND Descend for CAN NOT KANN NOTT Unable to Landing comply YOU LAND YOULAND Land at this REPEAT REE-PEET Repeat Aerodrome your Instruction PROCEED PRO-SEED You may AM LOST AMLOSST Position Proceed unknown Phrase Pronunciation Meaning MAY DAY MAY DAY I am In distress HIJACK HI-JACK I have been High JackedLAND LAAND I request to land at(Place name) (Place name) (Place name) DESCEND DEE- SEND I require descent.

NOTE : 1. In the second column, syllables to be emphasized are underlined. 2. The call sign, required to be given is that used in radiotelephony communications with air traffic services units and corresponding to the aircraft identification in the flight plan. 3. Circumstances may not always permit, nor make desirable, the use of the phrase “HIJACK”. Activate hijack frequency 7700 on transponder. Page No 3 / 5 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No INTERCEPTION OF CIVIL AIRCRAFT CHAPTER 26 Ammendment Date

26.1.2 SIGNALS FOR USE IN THE EVENT OF INTERCEPTION

SIGNALS INITIATED BY INTERCEPTING AIRCRAFT AND RESPONSES BY INTERCEPTED AICRAFT

Series INTERCEPTING Aircraft Meaning INTERCEPTED Meaning 1. Signals You have Aircraft Responds Under- DAY or NIGHT – Rocking beenDAY or NIGHT stood - aircraft and flashing navigational intercepted. Rocking aircraft, Will lights at irregular intervals (and flashing navigational comply. landing lights in the case of lights at irregular helicopter) from a position intervals and slightly above and ahead of, and following. normally to the left of the intercepted aircraft (or to the right, if the intercepted aircraft is helicopter) and, acknowledgement, a slow level turn, normally to the left, (or to the right in the case of a helicopter) on the desired heading.

Note 1 - Meteorological conditions or terrain may require the intercepting aircraft to reverse the positions and direction of turn given above in Series 1.

Note 2 - If the intercepted aircraft is not able to keep pace with the intercepting. Aircraft the latter is expected to fly a series of racetrack patterns and to rock the aircraft each time in passes the intercepted aircraft given above in Series 1. Page No 4 / 5 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No INTERCEPTION OF CIVIL AIRCRAFT CHAPTER 26 Ammendment Date

Note 2- If the intercepted aircraft is not able to keep pace with the intercepting. Aircraft the latter is expected to fly a series of racetrack patterns and to rock the aircraft each time in passes the intercepted aircraft

1 DAY or NIGHT – An abrupt Follow me DAY or Night- Understood break-away maneuver from the You may Rocking the will intercepted aircraft consisting proceed. aircraft. comply of a climbing turn of 90 degrees or more without crossing the line of flight of the intercepting aircraft.

2 DAY or NIGHT – Lowering, Land at this DAY or NIGHT – Understood landing gear (if fitted) showing aerodrome Lowering landing will steady landing lights and over gear (if fitted) comply flying runway in use, if the showing steady intercepted a/c is a helicopter, landing lights and over flying the helicopter following the landing area. In the case of intercepting aircraft helicopters, the intercepting an if after over flying helicopter makes a landing the runway in use approach, coming to hover near or helicopter to the landing area. landing area, landing is considered safe, proceeding to land. Page No 5 / 5 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No INTERCEPTION OF CIVIL AIRCRAFT CHAPTER 26 Ammendment Date

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27.1 INTRODUCTION Accident prevention requires that an awareness of factors that affect the flight safety be emphasized amongst all personnel of the organization, and specially the flight crewmembers who are directly handling the aircraft operations. Accident prevention is an activity, which complements the existing regulatory procedures and provisions. Detailed guidance on this subject is given in relevant CAR amended from time to time. GM (Flight Safety)/ Head Safety, CO and DGM (Flight Safety) at regions and others concerned in formulating and developing accident prevention programmes should be aware of these. This cell should isolate circumstances that could induce an accident and all personnel of the organization are to give full support and cooperation to achieve total flight safety.

27.2 ACCIDENT PREVENTION PROGRAM Detailed procedure is given in SMS/Flight Safety Manual of PHHL.

27.3 FLIGHT SAFETY POLICY Pawan Hans Helicopters Limited is committed to build and ensure safety in all its operations, be it in air or von ground. Pawan Hans will strive to be comparable to the best in the aviation industry

Pawan Hans Helicopters Ltd. Will constantly strive, proactively, to maintain and improve its safety performance. The cost of integrating safety measures into running of a profitable operation will not deter the Management from making every human effort to minimize the risks of an accident occurring. In fact, at every stage of company activity, the first consideration will be the conduct of a safe operation. Every other factor, including the commercial/ operational convenience shall be outweighed by the priority to safety.

The Management shall endeavored to involve all PHHL employees in the pursuit of a zero accident target through a formal safety management system. Safety Management Page No 2 / 15 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ACCIDENT PREVENTION AND FLIGHT CHAPTER 27 Ammendment SAFETY PROGRAMMES Date

System. While certain persons will be nominated to be the office bearers of such a system, and will be directly responsible for conducting PHHL’s aviation activities safely, each company employee will be an essential part of PHHL’s efforts toward safety.

Each employee of the company has a responsibility for the safety of his /her actions. All Heads of Departments are additionally responsible for educating their personal and are in turn responsible for the actions of those placed below them, as far as such actions affects Safety. Ultimately, as the Chief Executive of PHHL, the Chairman cum Managing Director shall be accountable for the safety performance of PHHL through its staff as designated at CO, Regional levels

All persons associated with PHHL’s activities are to familiarize themselves with company procedures’ DGCA laid down rules and regulations and affectively blend this knowledge into their day to day functioning.

The Management shall also insist on maintenance of high safety standards amongst PHHL’s customers, sub contractors and vendors

27.4 INCIDENT REPORTING AND INVESTIGATION

Comprehensive incident reporting and investigations system is highly effective means of incident/accident prevention system. Though it is cost effective but it requires money and manpower and well established Flight Safety division. Incident has been never been well defined. There is no universally accepted definition of an incident. However, incident in general can be defined as :

An occurrence, other than accident, associated with operation of aircraft which affects or could affect the safety of operation. Page No 3 / 15 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ACCIDENT PREVENTION AND FLIGHT CHAPTER 27 Ammendment SAFETY PROGRAMMES Date

In other words any occurrence taking place between time wherein any person embarks aircraft with intension of flight till he disembarks at destination, can be defined as incident.

IF WE LEARN FROM INCIDENTS THERE WOULD BE HARDLY ANY ACCIDENT

27.5 SERIOUS INCIDENT Investigation of serious incident is carried out as per Rule 77 C of Indian Aircraft Rules in 1937. These are investigated by Inquiry Officer appointed by Director General of Civil Aviation. Procedure of investigation of serious incident is similar to that of an accident investigation by Inspector of accidents (list of incident which qualifies as serious incident is given in Appendix – A).

The important characteristics of incidents are :-

• Their similarity to accidents. • These being far more in number than accidents. • Involved people are available to assist the investigation. • Most of the involved part / components are available for testing.

It is also true that number of incidents, not reported, is high. Therefore, to have the benefit of prevention we must motivate the people sufficiently to report the incidents.

A good reporting system must have :-

• Trust- If people have confidence in company and system only then the incident would be reported. • System should be non-punitive. • Positive just culture is must. Un-intentional mistakes should not attract any action whereas criminal act and deliberately violation must be handled firmly. • Procedure of reporting should be simple, forms Page No 4 / 15 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ACCIDENT PREVENTION AND FLIGHT CHAPTER 27 Ammendment SAFETY PROGRAMMES Date

should be easily available and people should be encouraged to give their views.

27.6 Regulatory requirements

ICAO requires that states establish mandatory reporting system to collect information on potential or actual safety deficiencies/ hazards.

Director General of Civil Aviation has made reporting of the incidents mandatory as per CAR Section 5 Series C supplemented by Air Safety Circular 5 of 1982. Non reporting of incident is punishable as per DGCA regulations.

Incidents to be reported are given in Annexure – B.

DGCA also requires investigation of all reported incidents to establish circumstances, sequence of events and contributory factors. Also to use data for effective accidents prevention.

Keeping above philosophy and regulatory requirements in view, following procedure shall be followed in PHHL for reporting/investigation of incidents.

27.7 Reporting of incidents Base Manager of the Detachments and In- charge Ops Control room at regions will act as primary reporting officers. In absence of Base Manager, AME/Pilot in charge will act as primary reporting officer.

They shall report all incidents to principle / stand by Reporting Officer at regions by quickest means of communication like SMS, telephone, e-mail, fax etc.

Head of Flight Safety at Delhi and Mumbai shall be principal reporting officers and Quality Manager will be stand by Reporting Officer. Page No 5 / 15 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ACCIDENT PREVENTION AND FLIGHT CHAPTER 27 Ammendment SAFETY PROGRAMMES Date

It shall be responsibility of the Principal Reporting Officer, and in his absence of standby Reporting Officer to report incidents to DGCA officers and to Company management, by quickest means of communication; followed by a written report within one working day of the occurrence.

Principal / standby Reporting Officer should keep the names, telephone, fax numbers, e-mail address etc. readily available of people whom incidents are to be reported.

DGCA Officers whom incidents are to be notified are –

1. Director General of Civil Aviation (Attention Director Air Safety Head Quarters). 2. Director / Controller of Air Safety Delhi and Mumbai where helicopter is based. 3. Director / Controller of Air Safety Office, where the location of occurrence falls.

Company Officers whom incidents are to be reported are :-

Corporate Office

• Chief of Flight Safety • GM (OPS) • GM (ENGG) •ED •CMD

Regional Office

•GM • DGM (OPS) • DGM (ENGG) • Quality Manager • Continuous Airworthiness Manager Page No 6 / 15 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ACCIDENT PREVENTION AND FLIGHT CHAPTER 27 Ammendment SAFETY PROGRAMMES Date

Block Diagram of Incident Reporting System

Primary Reporting Officer • Base Manager Detachments (AME/ Pilot In charge) • In charge Operations at base

Principle Reporting Officer • Regional Head of Flight Safety

Stand by Reporting Officer • Quality Manager

DGCA Company

Officers Management

27.8 Contents of Notification Content of initial reporting should include the following information, whichever is available.

• Type and Registration of Helicopter. • Name of PIC/Co-Pilots/other Flight crew. • Date, time and place of incident. • Last point of departure and next point of intended landing. • Nature and purpose of flight. • Number of passengers on board including VIP if any. • Details of damage/injury if any.

The notification should not be delayed for non availability of any of these information. However, notification be sent based on available information. Page No 7 / 15 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ACCIDENT PREVENTION AND FLIGHT CHAPTER 27 Ammendment SAFETY PROGRAMMES Date

It shall be followed by a written notification.

27.9 Investigation Methodology All incident in PHHL will be investigated by permanent investigation board (PIB) in association with officers of Regional Air Safety office. There will be two PIB in PHHL one at Mumbai and second one at Delhi.

Composition of PIB will be as follows _

a) Head of Flight Safety/Manager Flight Safety – Convener b) Quality Manager/Dy. Quality Manager c) Representative of Ops. Department having endorsement on type of Helicopter. d) Any other member co-opted, depending upon the nature of incident. e) CMD/ Chief of Flight Safety may depute any officer to associate with the PIB, if need be.

Representative of Regional Air Safety Office Mumbai, Delhi will be associated with PIB.

Steps to be followed for investigations

After receiving notification scope of the investigation will be decided in association with regional office of the Air Safety. Whether incident requires PIB investigation, short investigation by Head of the Flight Safety or is only for record purpose.

Head of Flight Safety will decide on evidence required for the investigation and will do the needful and co-ordinate with all departments.

Quality Manager will examine and provide following details to the PIB-

• Helicopter maintenance schedules Page No 8 / 15 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ACCIDENT PREVENTION AND FLIGHT CHAPTER 27 Ammendment SAFETY PROGRAMMES Date

• Engine / Airframe hours • Modification status • Any manual required for investigation • Similar snags during - 30 days + 15 days. DGM (OPS) will provide : • Flying hours of crew • Training records • SOPs • Weather records • Briefing and flight plan

Head of the Flight Safety will arrange read out of CVR and FDR if required.

In case any records from ATC like ATC communication transcript, ATC Log books, ATCO statement, are required; help of Regional Air Safety office be taken.

Any statement if required from PHHL personnel will be obtained by Head of Flight Safety through respective Head of the departments.

Role of the DGCA representative in PIB is of observer

He is to ensure and guide that investigation is carried out following laid down procedure and in a fair manner. Therefore, adequate notice should be given to Regional Safety Officer to participate in the PIB meetings. It is good practice to keep 1st and 3rd Monday of every month for PIB meeting and intimate it as a general request to the Regional Air Safety office. However, PIB meeting should not be cancelled or unduly delayed due non availability of Regional Air Safety Representative.

27. 10 Investigation During the PIB meeting consider all probabilities and reason out most probable explanation, to develop most logical occurrence of the event. It is good practice to determine all hazards leading to the event and Page No 9 / 15 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ACCIDENT PREVENTION AND FLIGHT CHAPTER 27 Ammendment SAFETY PROGRAMMES Date

the risk associated with each of hazard. PIB should comment on human performance issues also.

PIB should make recommendation for prevention of similar incident in future. However, while making recommendation following precaution be taken :

Recommendations should flow from findings and hazards identified. There should be no surprise recommendation. It is not within purview of PIB to recommend any enforcement action or extent of training required. These should be left to the Competent Authority.

Follow –up action

It is imperative that once PIB report is accepted recommendations made by it be pursued and implemented. For which a closed loop system be followed i.e. Regional Head of the Flight Safety will follow the recommendations and get it implemented, through respective departments.

Once feedback on implementation is received and examined, Chief of Flight safety (CO) will be informed of the same. Only then the recommendation should be treated as implemented

Details of training to be imparted e.g. place of training, content of training etc., will be decided by the respective department in consultation with Chief of Flight Safety.

Enforcement action if required will be taken by respective GMs in consultation with Chief of Flight Safety.

Acceptance of PIB Reports

Head of the Flight Safety in the region will prepare investigation report on standard format given in Appendix – C Page No 10 / 15 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ACCIDENT PREVENTION AND FLIGHT CHAPTER 27 Ammendment SAFETY PROGRAMMES Date

All members of PIB will sign the report and if need be, put dissenting note. However DGCA representative in the PIB will not be signing the investigation report.

Report will be forwarded to Chief of the Flight Safety (CO) electronically as well as hard copies ( Two copies).

Chief of Flight Safety will examine and accept the report or may advise re-investigation. Once reports is accepted, the Regional Head of the Flight Safety will forward the investigation report to : -

• DGCA Head Quarters (Kind Attention Director Air Safety) • Director / Controller of Air Safety (two copies)

Corporate Office

• Chief of Flight Safety • GM (OPS) • GM (ENGG) • ED } • CMD } for information.

Regional

•GM • DGM (OPS) • DGM (ENGG) • Quality Manager

Time Frame

It is desirable that all investigations be finalized at the earliest. Delayed investigation loses its importance and usefulness. Regional Head of the Flight Safety should ensure that all investigations by PIB are completed within 6 weeks including report writing . Page No 11 / 15 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ACCIDENT PREVENTION AND FLIGHT CHAPTER 27 Ammendment SAFETY PROGRAMMES Date

If due circumstances beyond their control, investigation is likely to be delayed, same along with reasons will be informed to Chief of Flight Safety

Analysis of Data

Chief of Flight Safety will maintain data base for incidents, their causes, contributory factors and recommendations. He will analyze these factors and publish a paper quarterly, highlighting the incident, trend observed and lesson learnt.

Lessons learnt will be widely circulated in form of safety bulletins after de-identifying the investigation reports.

Monthly statement on status of investigation will be forwarded to all concerned.

Appendix - A

List of Serious Incidents

1. Near collisions requiring an avoidance maneuver to avoid a collision or an unsafe situation or when an avoidance action would have been appropriate. 2. Controlled flight into terrain only marginally avoided. 3. Aborted take-offs on a closed or engaged runway. 4. Take-offs from a closed or engaged runway with marginal separation from obstacle(s). 5. Landings or attempted landings on a closed or engaged runway. 6. Gross failure to achieve predicted performance during take-off or initial climb. 7. Fires and smoke in the passenger compartment, in cargo compartment or engine fires, even though such fires were extinguished by the use of extinguishing agents. Page No 12 / 15 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ACCIDENT PREVENTION AND FLIGHT CHAPTER 27 Ammendment SAFETY PROGRAMMES Date

8. Events requiring the emergency use of oxygen by the flight crew. 9. Aircraft structural failures or engine disintegrations not classified as an accident. 10. Multiple, malfunctions of one or more aircraft systems seriously affecting the operation of the aircraft. 11. Flight crew incapacitation in flight. 12. Fuel quantity requiring the declaration of an emergency by the pilot. 13. Take-off or landing incidents. Incidents such as under shooting, overrunning or running off the side of runway. 14. System failures, weather phenomena, operations outside the approved flight envelope or other occurrences which could have caused difficulties controlling the aircraft. 15. Failures of more than one system in a redundancy system mandatory for flight guidance and navigation.

Appendix- B

List of Incidents to be Reported

1. Any failure of helicopter structure : Damage which necessitate repair before further flight e.g. collision, over weight landing etc. 2. Any part of helicopter becoming detached in flight. 3. Any minor injury sustained by a passenger or member of the crew while on board the helicopter. 4. Impairment of the capacity of a member of flight crew during flight caused by illness, injudicious use of alcohol etc. Page No 13 / 15 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ACCIDENT PREVENTION AND FLIGHT CHAPTER 27 Ammendment SAFETY PROGRAMMES Date

5. The declaration or emergency situation and/or emergency evacuation of helicopter. 6. Fire or explosion or smoke/warning. 7. In flight engine, shut down or significant loss of power. 8. Significant leakage of fuel, hydraulic fluid or oil. 9. Warning of insecure or opening of door during flight. 10. Abandoned take off 11. Precautionary or forced landing. 12. Unplanned diversion other than due weather. 13. Malfunction of flight controls 14. Complete failure of communication system. 15. Break down of prescribed separation with other aircraft. 16. Helipad obstructed by vehicle, foreign object or person. 17. Intoxicated or violent passengers. 18. Incorrect passenger or cargo loading.

Appendix –C

Format of Investigation Report

1. Factual Information i. History of the Flight ii. Injuries to persons iii. Damage to aircraft iv. Other damage v. Personnel information vi. Aircraft information vii. Meteorological information viii. Aids to Navigation ix. Communication x. Aerodrome information xi. Flight recorders xii. Wreckage and impact information xiii. Medical and pathological information Page No 14 / 15 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ACCIDENT PREVENTION AND FLIGHT CHAPTER 27 Ammendment SAFETY PROGRAMMES Date

xiv. Fire xv. Survival aspects xvi. Tests and Research xvii. Additional information xviii. New investigation techniques

2. Analysis 3. Conclusions i. Findings: ii. Causes:

4. Safety Recommendations 5. Appendices

27.12 DISABLED AIRCRAFT REMOVAL PLAN: PHHL will follow the disabled aircraft removal plan formulated by the airport authorities for the aerodrome of the operation.

27.13 CVR/DFDR MONITORING : CVR/ DFDR of all the Helicopter will be monitored and record kept off all accidence of parameters and remedial measures instituted

27.14 WEATHER MINIMA MONITORING: When operating away from the base the base manager/ PIC will ensure that weather is within minima of the aircrew qualification and helicopter classification as per DGCA regulations.

27.15 FDTL MONITORING: All Base Managers / PIC operations are to monitored that no aircrew exceed FTL and FDTL in vogue. A log of FDTL will be maintained and at any time the limit is exceeded in emergency the same is to be reported to DGCA

27.16 INTERNAL SAFETY AUDIT: PHHL will undertake regular internal safety audits of all Bases. Accordingly all Bases and concerned departments will maintain and regularly update the records.

PAWAN HANS HAS MADE A COMPREHENSIVE EMERGENCY PLAN Page No 15 / 15 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ACCIDENT PREVENTION AND FLIGHT CHAPTER 27 Ammendment SAFETY PROGRAMMES Date

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28.1 GENERAL: PHHL does not carry any dangerous goods on board its helicopters. However, PHHL may carry arms, ammunition and explosives classified as dangerous goods, subject to terms and conditions of permission in writing granted by the Central Government under Rule 8 of Aircraft Rules, 1937 to the operator /agency employing the helicopter operated by PHHL. The following information is laid down for guidance of all personnel.

TERMINOLOGY: Acceptance checklist: A document used to assist in carrying out a check on the external appearance of packages of dangerous goods and their associated documents to determine that all appropriate requirements have been met.

Cargo Aircraft: Cargo aircraft means any aircraft that is carrying goods or property and not passengers. In this context the following are not considered to be passengers.

a) A crew member; b) An employee permitted by, and carried in accordance with the instructions considered in the Operations Manual; c) An authorized representative of the Authority; d) A person with duties in respect of a particular shipment on board.

Dangerous goods accident: An occurrence associated with and related to the transport of dangerous goods that results in fatal or serious injury to a person or major property damage.

Dangerous goods incident: An occurrence, other than a dangerous goods incident, associated with an related to the transport of dangerous goods, not necessarily occurring on board an aircraft, which results in injury to a person, property damage, fire, breakage, spillage, leakage of fluid or radiation or other evidence that the integrity of the Page No 2 / 17 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No CARRIAGE OF DANGEROUS CHAPTER 28 Ammendment GOODS Date

packaging has not been maintained. Any occurrence relating to the transport of dangerous goods, which seriously jeopardizes the aircraft or its occupants, is also deemed to constitute a dangerous goods incident.

Dangerous goods Transport Document: A document, which is specified by the Technical Instructions. The person who offers dangerous goods for air transport and contains information about those dangerous goods completes it. The document bears a signed declaration indicating that the dangerous goods are fully and accurately described by their proper shipping names and UN numbers (if assigned) and that they are correctly classified, packed, marked, labeled and in a proper condition for transport.

Freight container: A freight container is an article of transport equipment for radioactive materials, designed to facilitate the transport of such materials, either packaged or unpackaged, by one or more modes of transport.

Handling Agent: An agency, which performs some or all of the company’s functions, includes receiving, loading, unloading, transferring or other processing of passengers or cargo.

Over pack: An enclosure used by a single shipper to contain one or more packages and to form one handling unit for the convenience of handling and stowage.

Package: The complete product of the packing operation consisting of the packaging and its contents prepared for transport.

Packaging: Receptacles and any other components or materials necessary for the receptacles to perform its containment function and to ensure compliance with the packing requirements. Page No 3 / 17 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No CARRIAGE OF DANGEROUS CHAPTER 28 Ammendment GOODS Date

Proper Shipping Name: The name used to describe a particular article or substance in all shipping documents and notifications and where appropriate, on packaging.

State of Origin: The Authority in whose territory the dangerous goods were first loading on an aircraft.

Technical Instructions: The latest effective edition of the Technical Instructions for the Safe Transport of Dangerous Goods by Air (DOC 9284-AN/905), including the Supplement and any addendum, approved and published by decision of the Council of the international Civil Aviation Organization.

UN Number: The four-digit number assigned by the United Nations Committee of Experts on the Transport of Dangerous Goods to identify a substance or a particular group of substances.

Unit Load Device: Any type of aircraft container, aircraft pallet with a net, or aircraft pallet with a net over an igloo. (Note: an over pack is not included in this definition; for a container containing radioactive materials see the definition for freight container).

28.2 GUIDANCE ON THE REQUIREMENTS FOR HANDLING DANGEROUS GOODS

CATEGORIES OF DANGEROUS GOODS: Dangerous goods may be divided into three categories:

a) Those which are acceptable for transport by air provided all the provisions of the instructions are complied with, b) Those which are forbidden for transport by air; c) Those which are exempted from the provisions of the instructions.

A great many dangerous goods may be quite safely carried on aircraft as cargo provided they are properly prepared for Page No 4 / 17 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No CARRIAGE OF DANGEROUS CHAPTER 28 Ammendment GOODS Date

transport in accordance with the Technical Instructions for the Safe Transport of Dangerous Goods by Air (Doc 9284- AN/905). With the exceptions noted below (in 28.1.2.20), They are not permitted in passengers’ or crews’ checked baggage or as carry-on articles. A major aspect of the instructions concerning the acceptability of dangerous goods deals with the packaging and the quantity of the dangerous goods. Certain dangerous goods are unacceptable for transport by air under any circumstances, and special measures must be taken to ensure that such goods are not accepted for transport.

CLASSES OF DANGEROUS GOODS: Dangerous goods are divided into nine classes reflection the type of risk involved, but the order in which they are listed does not imply a relative degree of danger.

The nine classes of dangerous goods are:

Class 1 : Explosive Class 2 : Gases : compressed, liquefied, dissolved under pressure or deeply refrigerated. Class 3 : Flammable liquids. Class 4 : Flammable solids: substances liable to spontaneous combustion: substances which, on contact with water, emit flammable gases. Class 5 : Oxidizing substances: organic peroxides. Class 6 : Poisonous (toxic) and infectious substances. Class 7 : Radioactive materials. Class 8 : Corrosives. Class 9 : Miscellaneous dangerous goods: that is, articles or substances which, during air transport, present a danger not covered by other classes. Examples: magnetized material: acetaldehyde ammonia: expandable polystyrene beads. There is no hazard label for this class (except for magnetized material). Page No 5 / 17 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No CARRIAGE OF DANGEROUS CHAPTER 28 Ammendment GOODS Date

In some cases, dangerous goods are further divided into divisions.

The division is expressed by placing a decimal point after the class number and reflecting the number of the division, e.g. Division 6.1. In these cases, reference is made only to the division and not class e.g. Division 6.1 and not Class 6, Division 1. Dangerous goods are identified by proper shipping names and UN numbers. These names and numbers are assigned under the United Nations classification system to specific articles and substances.

DANGEROUS GOODS EXEMPTED: Some dangerous goods are not covered by the provisions of the instructions for carriage of dangerous goods. They are:

Dangerous goods which are required to be on board an aircraft in accordance with the relevant CAR’s or for operating reasons are those which are for.

a) The airworthiness of the aircraft; b) The safe operation of the aircraft; c) The health of passengers or crew;

Such dangerous goods include, but are not limited to batteries, fire extinguishers, first-aid kits, insecticides or air fresheners, life saving appliances, and portable oxygen bottles.

NOTE: Articles and substances intended as replacements for those described above shall be transported on an aircraft as specified in the Technical Instructions.

Dangerous goods belonging to the passengers or crew and which are permitted are:

a) Alcoholic beverages not exceeding 70% alcohol by volume, when packed in receptacles of less than 5 liters. Page No 6 / 17 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No CARRIAGE OF DANGEROUS CHAPTER 28 Ammendment GOODS Date

b) Non-radioactive medicinal or toilet articles (including aerosols, hair spray, perfumes, medicines, containing alcohol) and, in checked baggage only, aerosols, which are non- flammable, non-toxic, and without subsidiary risks, when for sporting or home use. The net quantity of each single article does not exceed 0.5 kg or 0.5 L; and the total net quantity should not exceed 2kg or 2L. c) Safety matches, lighters,‘Strike anywhere’ matches, lighters containing unabsorbed liquid fuel (other than liquefied gas), lighter fuel and lighter refills are not permitted. d) A hydrocarbon gas-powered hair curler, provided the safety cover is securely fitted over the heating element. Gas refills are not permitted. e) Small carbon dioxide gas cylinders worn by passengers for the operation of mechanical limbs also spare cylinders of a similar size if required to ensure an adequate supply for the duration of a journey. f) Radioisotopic cardiac pacemakers or other devices (including those powered by lithium batteries) implanted in a person, or radiopharmaceuticals contained within the body of a person as a result of medical treatment. g) With the medical approval, small gaseous oxygen or air cylinders required for medical use are permitted. h) A small medical or clinical thermometer containing mercury, for the person’s own use, when in its protective case. i) Dry ice, when used to preserve perishable items, provided the quantity of dry ice does not exceed 2kg and the package permits the release of gas, Carriage may be in carry-on (cabin) or checked Page No 7 / 17 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No CARRIAGE OF DANGEROUS CHAPTER 28 Ammendment GOODS Date

baggage, but when in checked baggage Air Greenland’s agreement is required. j) When allowed, a small carbon dioxide cylinder fitted into a self-inflating life-jacket and a spare cylinder. k) With the approval, wheelchairs and other battery powered mobility aids with non-spill able batteries, providing the equipment is carried as checked baggage. The battery should be securely attached to the equipment, be disconnected and the terminals insulated to prevent accidental short circuits. l) With the approval, wheelchairs and other battery powered mobility aids with spill able batteries, providing the equipment is carried as checked baggage. When the equipment can be loaded, stowed, secured and unloaded always in an upright position, the battery should be securely attached to the equipment, be disconnected and the terminals insulated to prevent accidental short circuits. When the equipment cannot be kept upright, the battery should be removed and carried in a strong, rigid packaging, which should be leak-tight and impervious to battery fluid. The battery in the packaging should be protected against accidental short circuits, be held upright and be surrounded be held upright and be surrounded by absorbent material in sufficient quantity to absorb the total liquid contents. The package containing the battery should have on it ‘Battery wet, with wheelchair’ or ‘Battery wet, with mobility aid’, bear a “Corrosives” label and be marked to indicate its correct orientation. The package should be protected from being upset by securing in the cargo compartment of the aircraft. The commander should be informed of Page No 8 / 17 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No CARRIAGE OF DANGEROUS CHAPTER 28 Ammendment GOODS Date

the location of a wheelchair or mobility aid with an installed battery or of a packed battery. m) Cartridges for sporting weapons, provided they are in Division 1.48 and are for that person’s own use, are allowed to be carried if they are securely boxed and in quantities not exceeding 5kg gross mass and they are in checked baggage. Cartridges with explosive or incendiary projectiles are not permitted. NOTE: Division 1.48 is a classification assigned to an explosive. It refers to cartridges, which are packed or designed so that anydangerous effects from the accidental functioning of one or more cartridges in a package are confined within the package. Unless it has been degraded by fire, the dangerous effects are limited to the extent that they do not hinder fire fighting or other emergency response effort in the immediate vicinity of the package. Cartridges for sporting use are likely to be within Division 1.48. n) When allowed, a mercurial barometer in carry- on (cabin) baggage when in possession of a representative of a government weather bureau or similar official agency. The barometer should be packed in a strong packaging having inside a sealed inner liner or bag of strong leak-proof and puncture resistant material impervious to mercury closed in such away as to prevent the escape of mercury from the package irrespective of its position. The Commander should be informed when such a barometer is to be carried. o) When allowed, heat producing articles (i.e. battery operated equipment, such as under water torches and soldering equipment, which if accidentally activated will generate extreme heat which can cause a fire), provided the articles Page No 9 / 17 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No CARRIAGE OF DANGEROUS CHAPTER 28 Ammendment GOODS Date

are in carry-on (cabin) baggage. The heat producing component or energy source should be removed to prevent accidental functioning. p) Goods carried for use in flight for medical aid for a patient provided that: i) Gas cylinders have been manufactured specifically for the purpose of containing and transporting that particular gas; ii) Drugs, medicines and other medical matter are under the control of trained personnel during the time when they are in use in the airplane; iii) Equipment containing wet cell batteries is kept, when necessary secured, in an upright position to prevent spillage of the electrolyte; and iv) Proper provision is made to stow and secure all the equipment during take- off and landing at all times when deemed necessary by the commander in the interest of safety.

It is dangerous and illegal for passengers or crewmember to have dangerous goods on baggage or in checked baggage apart from the exempted items mentioned above. Passengers should have been warned of this by means of notice displayed at the check-in counter and printed on their tickets.

NOTIFICATION OF DANGEROUS GOODS: When carrying dangerous goods by air, the company or its handling agent must provide the commander with a written information which specifies at least the following as soon as practicable before departure: Page No 10 / 17 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No CARRIAGE OF DANGEROUS CHAPTER 28 Ammendment GOODS Date

a) The air waybill number; b) The proper shipping name and UN number; c) The class or division, and subsidiary risks corresponding to the labels applied, by numerals and in the case of Class 1, the compatibility group; d) The packaging group shown on the dangerous goods transport documents; e) The number of packages and their exact location on board the aircraft; f) The net quantity and gross mass, where applicable, of each package, except that this does not apply to radioactive material or other dangerous goods where the net quantity or gross mass is not required on the dangerous goods transport document; g) For radioactive materials the number of packages, over packs or freight c o n t a i n e r s , their category, their transport index (if applicable) and their exact loading location; h) Whether the package must be carried on cargo aircraft only; i) The aerodrome at which the package is to be unloaded; j) Where applicable, an indication that the dangerous goods are being carried under a State exemption.

The information to the Commander must also include confirmation that there is no evidence that any damaged or leaking packages have been loaded on the aircraft. The information above must be made on a dedicated form (not on air waybills, invoices, etc), which must remain readily available during the flight. When taking over an aircraft at a transit stop, the Commander must ensure he receives the written notification form for those dangerous goods which remain on board, as well as for any just loaded. The Page No 11 / 17 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No CARRIAGE OF DANGEROUS CHAPTER 28 Ammendment GOODS Date

commander must be informed of the location of any wheelchairs with spill able batteries installed or of any packaged spill able batteries taken from wheelchairs.

TRANSPORT OF EXPLOSIVES: Most countries are very restrictive with regard to the carriage of such articles. Conditions of such carriage shall comply in all respects with the provisions of “The Technical Instructions for the Safe Transport of Dangerous Goods by Air (ICAO Doc 9284-AN/ 905” (or the current edition of IATA’s “Dangerous Goods Regulations”), Aircraft (Carriage of Dangerous Goods) Rules 2003, DGCA CAR Section 10, Series B as amended from time to time.

TRANSPORT OF OTHER EXPLOSIVES: Transport of other explosives requires the permission from the DGCA in each and every case.

CARRIAGE OF EXPLOSIVES: If and when explosives are carried, the articles to be transported must be securely packed in strong outside containers of wood, metal or fiberboard. Such containers shall comply with requirements for containers as described the current edition of IATA’s “Dangerous Goods Regulations” or in “Technical Instructions for the Safe Transport of Dangerous Goods by Air (ICAO Doc 9284-AN/905)”, Aircraft (Carriage of Dangerous Goods) Rules 2003. All appropriate labeling and marking as required by current edition of IATA’s “Dangerous Goods Regulations” or in “Technical Instructions for the Safe Transport of Dangerous Goods by Air (ICAO Doc 9284-AN/905)”, Aircraft (Carriage of Dangerous Goods) Rules 2003, shall be / applied to the containers. The contents shall be protected against shock, and secured against movement, and must be so packed that they cannot function accidentally under conditions normally incidents to transportation.

Generally, the only explosive permitted for air transport are certain types of manufactured devices having a minimal Page No 12 / 17 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No CARRIAGE OF DANGEROUS CHAPTER 28 Ammendment GOODS Date

explosive hazard. Such devices are those having explosive component in limited quantities, and which are so designed and packed that they will not function en masse, as a result of the functioning of any single device in the container or as a result of exposure to external flame. Additionally, functioning of any device shall not result in dangerous fragmentation of any component of the package or its contents.

CARRAIGAE OF NORMALLY FORBIDDEN EXPLOSIVES: When the DGCA permits transport of normally forbidden explosive the following shall be observed:

a) It shall be clearly stated in the ATC Flight Plan that explosives are carried. b) Congested areas shall not be over flown. c) Passengers shall not be carried. d) The crew shall be briefed about the specific kind of explosive and the grade of danger involved. e) Explosives and detonators or other igniters shall never be transported at the same time.

NOTE: If there is doubt about the grade of danger involved in the transportation of the explosives and the advisability of carrying the load in the aircraft, an external sling load transport by helicopter is recommended.

28.3 ACTIONS IN AN EMERGENCY

IN FLIGHT EMERGENCY: If an in-flight emergency occurs with Dangerous Goods on board the Commander shall inform the appropriate Air Traffic Service Unit, for the information of aerodrome authorities, of any Dangerous Goods on board the aircraft. If the situation permits, the transmission should include the proper shipping names, classes and subsidiary risks for which labels are required, the compatibility group for Class lands the quantity and Page No 13 / 17 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No CARRIAGE OF DANGEROUS CHAPTER 28 Ammendment GOODS Date

location aboard the aircraft of the dangerous goods. If a length message is impossible, identify the dangerous goods on board by transmitting the UN numbers. Pilots should have, on board the aircraft, access to, and refer to, Aircraft (Carriage of Dangerous Goods) Rules 2003, “Emergency Response Guidance for Aircraft Incidents Involving Dangerous Goods” (ICAO Doc 9481-AN/928).

28.4 REPORTING OF DANGEROUS GOODS ACCIDENTS AND INCIDENTS: The Company must report dangerous goods accidents and incidents to the appropriate authority within 72 hours. It should be noted that the definition of a “dangerous goods accident” and a “dangerous goods occurrence” are not necessarily the same as the definitions of an “aircraft accident” and an “aircraft incidents”.

The Commander or, if he is unable to do so, the company must inform the state where an accident or occurrence took place as soon as soon as possible of the presence of dangerous goods on board the aircraft in order to minimize any hazards to persons or properly that might be created due to damage of the dangerous goods.

Any type of dangerous goods incident should be reported, irrespective of whether it may be made by any means, but in all cases a written report should be made as soon as possible. The report should be as precise as possible and contain all data known at the time the report is made, for example:

a) Date of incident or accident; b) Location of the incident or accident, the flight number and flight date, if applicable; c) Description of the goods and the reference number of the airway bill, pouch, baggage tag, ticket, etc. d) Proper shipping name (including the technical name, if appropriate) and UN number, where known: Page No 14 / 17 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No CARRIAGE OF DANGEROUS CHAPTER 28 Ammendment GOODS Date

e) Class or division and any subsidiary risk. f) Type of packaging, if applicable, and the packaging specification marking on it; g) Quantity involved. h) Name and Address of the shipper, passenger, etc, i) Any other relevant details; j) Suspected cause of the incident or accident; k). Action taken l) Any other reporting action taken; and m). Name, title, address and contact number of the person making the report.

Copies of the relevant document and any photographs taken should be attached to the report.

28.5 PROCEDURES TO BE FOLLOWED BY PERSONS DEALING WITH DANGEROUS GOODS

The shipper must:

a) Identify any dangerous article or substance using the nine hazard classes; b) Limit the quantity contained in each package to the maximum allowed; c) Use the correct type of packaging which could be a combination or single packaging; d) Put the required labels and markings on the package; e) Enter the required details on the dangerous goods transport document and sign a declaration that the goods have been properly prepared for transport.

Company acceptance staff must:

a) Take all reasonable precautions to ensure that articles and substances that are specifically identified by name or generic description in the Page No 15 / 17 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No CARRIAGE OF DANGEROUS CHAPTER 28 Ammendment GOODS Date

Technical Instructions as being forbidden for transport under any circumstances are not carried on any aircraft; b) Take all reasonable measures to ensure that articles and substances that are specifically identified by name or generic description in the Technical Instructions as being forbidden for transport in normal circumstances are only transported. When they are exempted by the States concerned under the provisions of the Technical Instruction; or the Technical Instructions indicate they may be transported under an approval issued by the State of Origin. c) Take all reasonable precautions to ensure that the packages, over packs and freight containers are labeled and marked as specified in the Technical Instructions; d) Inspect each package for leakage or damage; e) Complete the acceptance checklist and only accept the consignment if all relevant requirements have been complied with;

The loading staff must:

a) Inspect each package or unit load device for leakage or damage before loading on to the aircraft; b) Correctly position, segregate and secure each package, pallet or unit load device aboard the aircraft; c) If a package or unit load device is found leaking, the loading staff must arrange with the proper authorities for its removal and ensure that the rest of the consignment is in a condition for transportation; d) If signs or leakage is found during loading or unloading of a package or unit load device from Page No 16 / 17 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No CARRIAGE OF DANGEROUS CHAPTER 28 Ammendment GOODS Date

the aircraft, the loading staff shall arrange with the technical department for the inspection of that area of the aircraft where the load was positioned to ensure that the leakage has not caused damage to the aircraft.

The PIC must:

a) Receive, and retain, full written details of all the dangerous goods loaded on the aircraft, including their location (notification to the commander). b) Be aware of the action to be taken in the event of emergencies involving dangerous goods. Page No 17 / 17 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No CARRIAGE OF DANGEROUS CHAPTER 28 Ammendment GOODS Date

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29.1 OBJECTIVE & FUNCTION

Security is a vital function. The objective of which is to secure the company’s passengers, aircraft and installations against acts of unlawful interference with Civil Aviation. The scope of Security extends to every part of the undertaking and must necessarily permeate all levels. Its function is primarily preventive in nature, which ensures that adequate counter- measures are taken against the existing and potential threats without hampering the airline operations while at the same time not compromising with the basic principles of Security.

29.1.1 THREATS AND IMPLEMENTATION

It is primarily a responsibility of the Management at all levels to remain constantly aware of the threats and risks presented to the airlines by acts of unlawful interfaces with Civil Aviation such as Hijacking, Sabotage etc In order to meet these threats effectively guidelines have been formulated incorporating countermeasures of acceptable standards for effective implementation with due regard for the dignity of the individual. These guidelines are issued as formal instructions after extensive consultations with the concerned operating department and in accordance with the directions received from Government of India from time to time as well as the standards and recommended practices laid down by the International Civil Aviation Organization. All Personnel of the company shall ensure that they develop security awareness and are alert towards suspicious / unauthorized people and packages, that they do not ignore unusual circumstances and incidents and ensure that the communication channels and facilities are functioning at all times and that they take cognizance of anything adverse when noticed and take appropriate action or report to higher authority as necessary. Page No 2 / 28 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No SECURITY INSTRUCTION CHAPTER 29 Ammendment AND GUIDANCE Date

Some of the security functions in the field are carried out by other agencies such as the local police authorities, AAI, Civil Aviation etc. in addition to the company’s own endeavor to ensure total security environment. This notwithstanding it is the responsibility of the company to ensure coordination of total security effort and effective implementation and maintenance of the prescribed procedures and security standards throughout its own network.

29.2 SECURITY CONTROL OF PASSENGERS

Aerodromes enforce the regulations for passenger screening. The extent of the screening shall be fixed in consideration of the threat assessment at the time in question.

29.2.1 EMBARKATION SCREENING

Completion of check-in formalities, a search of hand baggage which is limited to one piece per passenger, either manually or through x-ray screening followed by frisking is the responsibility of the CISF/State/Union Territory Police authorities under the guidance of BCAS with the intention of preventing and detecting carriage on board the aircraft, of any lethal weapon or objects or articles which could be used for unlawful seizure of an aircraft by a potential hijacker.

After the above checks, the security personnel will stamp and initial the boarding pass and the hand baggage label as a token of having cleared the passenger and his/her hand baggage.

Screening of all passengers is mandatory. All checks will be carried in such a manner that they do not affect the liberty and the dignity of the passenger to any great extent. List of VVIPs/ VIPs exempted from pre-embarkation security checks Page No 3 / 28 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No SECURITY INSTRUCTION CHAPTER 29 Ammendment AND GUIDANCE Date

are given in BCAS Circular 6/2008 as amended from time to time. Besides the President, Prime Minister, Leader of Opposition in Lok Sabha and Rajya Sabha, Cabinet Secretary and SPG Protectees, the following are also exempted from pre-embarkation checks.

a) Cabinet Ministers of the Central Government. b) Governors of States. c) Chief Ministers of States (Excluding Union Territories) d) Ambassadors / Heads of Mission such as Charged’ Affaires and Acting High Commissioners.

Regarding the hand baggage search, the pieces of hand baggage carried by the above category of passengers will not be subjected to physical search if carried by the passengers themselves. However, if the hand baggage of these VIPs is presented to the security staff by their personal staff or any other person on their behalf, it shall be screened. Government of India may, from time to time issue further instructions on the subject for compliance.

As far as the carriage of firearms by the personal security staff of such VVIPs/ Dignitaries is concerned, the rules regarding the carriage of fire-arms is stated in Rule 8 of Indian Aircraft Act under heading Carriage of Arms, Aircraft (Carriage of Dangerous Goods) Rules 2003, BCAS CIRCULAR 16/2000, 29/2002 and 17/2008 also refers.

29.2.2 DEPARTURE STERILE AREA After the above formalities are carried out, the passengers enter the departure sterile area in order to ensure that these security cleared passengers do not come in contact with any unauthorized or non- security cleared person. Should any security cleared passenger leave this area for any reason he has to once again undergo all pre-embarkation security checks before boarding the aircraft. Page No 4 / 28 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No SECURITY INSTRUCTION CHAPTER 29 Ammendment AND GUIDANCE Date

29.2.3 SECURITY IN CONNECTION WITH VIP FLIGHTS In connection with departure carrying VIPs, extended security control of the passengers and their baggage will be exercised when required by the police/ CISF.

29.2.4 SECURITY SCREENING OF PRISONERS, DEPORTEES OR INADMISSIBLE PERSONS Prisoners, deportees or inadmissible persons escorted through the security control point by the Police shall be subjected to security screening unless the supervisor in charge of the security screening or the police insists that a manual search should be carried out in the examination room.

29.2.5 SECURITY SCREENING OF ILL OR DISABLED PASSENGERS Ill or disabled passengers who are unable to walk through the metal detector due to illness or handicap shall be screened with a hand-held metal detector and /or manually. Hand baggage shall be examined by X-ray or manually. The screening should be exercised with due consideration of the passenger’s handicap or illness.

29.2.6 PASSENGER REFUSING TO SUBMIT TO SECURITY SCREENING Passengers refusing to submit to or participate in Security Screening and screening of hand bags shall be denied access to the aircraft and to the airside area.

29.2.7 MOVEMENT OF PASSENGERS FROM STERILE AREA/ TERMINAL BUILDING TO DEPARTING AIRCRAFT In most of the cases due to the distance involved from the entrance of the Airport/ Helipad being less, it is the preferable for the passenger to walk on to the aircraft. Otherwise the passengers are carried in company vehicle (Where available) as convenient and under surveillance from the terminal building to the aircraft and vice-versa. Where passengers have to walk the distance between the terminal building and the departing aircraft and vice-versa, their movement will be under the necessary police surveillance. Page No 5 / 28 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No SECURITY INSTRUCTION CHAPTER 29 Ammendment AND GUIDANCE Date

29.2.8 REGISTERED BAGGAGE After the passengers have checked –in, their registered baggage is tagged and carried to the baggage make-up area. Subsequently, it is loaded in the departing aircraft. The movement of baggage between the check –in-counter and the departing aircraft shall be under the proper surveillance of the company personnel detailed for the purpose, with a view the eliminate any chance of tampering with or replacement of the registered baggage.

It is the responsibility of Ground Operation to ensure that the total number of passengers checked-in have boarded the aircraft. If the total number of passengers on board does not tally with the number of checked-in passengers, headcount will be taken, boarding cards checked and passenger reconciliation carried out. In case of any discrepancy, passengers will be deplaned, entire baggage is to be offloaded for identification by passengers before it is re-loaded in the aircraft.

29.2.9 SECURITY OF UNACCOMPANIED BAGGAGE, MAIL CARGO All general cargo, express cargo, unaccompanied baggages booked as cargo, postal and company mail, Company stores, galley equipment etc. and other articles like foodstuffs etc. are to be loaded in the aircraft after being subjected to security processes as per BCAS AVSEC ORDER 1/2006, which mandates that all cargo are to be screened through X-Ray machines/ and or physical check where X-Ray machines are not available. The consignor shall produce documentary evidence of the cargo having undergone the prescribed security checks as per the AVSEC ORDER. Consignors will submit security declaration in respect of their consignments as per BCAS AVSEC Order 6/2005 before screening.

On no account will the Post and Telegraph staff be allowed to load or unload the mail etc.

Camera, projectors, binoculars etc. when carried on person will be subjected to inspection by the security staff, Page No 6 / 28 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No SECURITY INSTRUCTION CHAPTER 29 Ammendment AND GUIDANCE Date

otherwise they will be carried in /or as registered baggage only.

29.2.10 BOARDING PASS All boarding passes are to be treated as ‘Cash Value Documents’ and kept under lock and key. Boarding Passes are supplied in sets of equal number as the seats on an aircraft. Unused passes are to be destroyed after the close of counter.

All boarding passes are either printed or hand written showing the name of the station, flight number and date, and each pass is signed by the issuing staff.

The number of boarding passes issued is to be tallied with the number of flight coupons uplifted.

Before emplaning, the boarding passes are to be checked by the Ground Operations staff on ladder point, Passengers with unstamped boarding passes are to be taken back for security check and will only be permitted to board the aircraft after necessary verification / investigation and subsequent clearance by the Police. Counter file of the boarding pass is to kept in safe custody as per regulation.

29.2.11 TRANSIT PASSES: All the Boarding Passes issued to the passengers will be pre-printed with the caption reading ‘Retain till Destination’. In case of passengers disembarking at the transit station and exiting sterile area, they will produce the subject cards together with their ticket jackets/ e tickets at the check-in-counter and obtain fresh boarding passes for the purpose of undergoing fresh frisking before embarkation to complete their journey.

29.2.12 HANDLING OF PASSENGERS All joining passengers on a stopping flight are to be frisked by the Security personnel before emplaning, Transit passengers are to stay on board unless, otherwise notified in which case they have once again to pass through security checks. Headcount will be done at Page No 7 / 28 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No SECURITY INSTRUCTION CHAPTER 29 Ammendment AND GUIDANCE Date

all transit stations and reconciled with passenger manifest before take off.

29.2.13 IDENTITY CARDS All employees of the company are issued with photo identity cards. They are required to display or produce them on demand. In case of loss, the employee concerned is required to immediately lodge a report with the police authorities concerned and submit a copy of the FIR for the issue of duplicate card as per the laid down procedure. Employee working in the apron/technical/ sensitive/area are issued with Airport Entry Pass (AEP) / temporary passes by BCAS or airport officials authorised by BCAS. These identification cards are to be prominently displayed by the staff while on duty. The loss of this card is to be dealt with in manner similar to the loss of company’s card as stipulated above.

29.2.14 VERIFICATION OF ANTECEDENTS OF CASUAL LOADERS/ EMPLOYEES

a) Antecedents of the casual employees are to be verified by the employing department before they are engaged. Their particular will be kept properly on record. b) The employing department will ensure that the Security Branch provides such casual employee with identity cards and these cards are taken back from them everyday at cessation of work. c) Such employees engaged on casual basis must not be detailed to work in the apron/sensitive areas.

29.2.15 MAINTENANCE SECTION Maintenance Sections will ensure that the aircraft are parked in well-lit areas; Doors of parked aircraft/unattended aircraft must be closed & where possible locked and sealed. Page No 8 / 28 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No SECURITY INSTRUCTION CHAPTER 29 Ammendment AND GUIDANCE Date

a) Built –in access steps should be retracted and mobile access stairs, hoist vans step ladders and the like must be removed from the vicinity of parked, unattended aircraft. b) All the ground equipment should be either removed from the aircraft or immobilized to prevent their use as a means of access to unauthorized persons. c) Engineering Department should recommend to Security the deployment of Guards around the aircraft where necessary. d) All the staff working near or around the aircraft must display their identity badges at all times and must also be in the proper uniform issued to them. e) Personnel servicing the aircraft during the course of their normal assignment should check their work area for suspicious material/baggage and unauthorized movement. If anything unusual or adverse is observed it will be brought immediately to the notice of the concerned authority. f) It will be the duty and responsibility of all the staff to verify/challenge the presence of any unauthorized or unidentified person near or around the aircraft. g) Before any aircraft is placed in service after it has been parked unattended it should be subjected to a walk-around examination, which includes wheels wells or other open cavities. h) Any indication that the aircraft has been entered, or indication that any item has been placed within the plane or that there has been tampering with any part of the plane should be resolved by a thorough inspection by a responsible person. Page No 9 / 28 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No SECURITY INSTRUCTION CHAPTER 29 Ammendment AND GUIDANCE Date

i) The operator of the facility in which the parking area is located should, through appropriate patrols and inspections, ensure that any foreign items on the tarmac are removed to prevent damage to aircraft tyres or ingestion into jet engines. j) Checks should be conducted systematically by the staff familiar with the aircraft. Whenever possible searches should be conducted by teams provided with check list and assigned to the specific area of the aircraft. k) In view of the possibility that explosive devices or substances may be camouflaged as aircraft equipment or components, it is important that qualified engineering and/or maintenance personnel make checks. l) Detail of aircraft security search checklist both technical and non-technical have been formulated as per decision taken by the Sub- Committee and issued by the E.M (QC).

29.2.16 FLIGHT OPERATIONS

a) Before the passengers board the aircraft, the cabin crew where applicable will double check the passenger cabin crew area for the presence of any foreign object or any unauthorized person. b) Commanders/Captain will ensure complete elimination of access (except for operating crew members) from the cabin to the cockpit or as applicable for the type of helicopter. c) The door between the cabin and cockpit of each aircraft in flight is to remain locked from inside the cockpit where the provision exists. Page No 10 / 28 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No SECURITY INSTRUCTION CHAPTER 29 Ammendment AND GUIDANCE Date

29.2.17 AIRCRAFT SECURITY

a) Unattended aircraft should be parked in a well Lit area. Doors should be closed and the stairs and jet ways removed from the aircraft and secured.

Action- Maintenance.

b) All the staff in and around the aircraft in the Operational area shall display identity cards and wear uniform issued to them at all times.

Action- All Departments.

c) Personnel assigned to work on the aircraft should always be alert and check their areas of work for any suspicious article, baggage or person. In case, anything adverse is noticed it should be brought to the notice of the concerned authority.

Action- All Departments.

d) It is the duty and responsibility of all the staff working in and around the aircraft to challenge the presence of any unauthorized person and report it to authorities. In short unauthorized access to the aircraft should be denied at all times.

Action-All Department

e) When aircraft are parked on the apron prior to or after the various checks, all external doors to be kept locked, step-ladders, hi-Lift vehicles etc. should be removed from the aircraft or immobilized to prevent their being used as a means of access by unauthorized persons. Page No 11 / 28 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No SECURITY INSTRUCTION CHAPTER 29 Ammendment AND GUIDANCE Date

Action-Maintenance.

f) All accessible points should be inspected after an aircraft has been left unattended for any period of time whether or not aircraft is due to go on a scheduled flight.

Action-Maintenance.

g) All interiors of the aircraft should be searched prior to the boarding of passengers by Engineering and immediately after the deplaning of the passengers at the termination point by Security at Base Stations and Sub-Bases at out stations.

Action-Maintenance/Ground Operations/Security.

h) Suspicious articles should be brought to the attention of the appropriate local authority.

Action- Security/cabin crew /Maintenance.

i) All trolleys, containers and cargo hold should be checked for any unauthorized/ suspicious object prior to loading.

Action - Ground Operations/Security/Maintenance.

j) All vehicles used for servicing of the departing aircraft should be searched prior to use, if left unattended.

Action-Maintenance/Ground Operations

29.2.18 PRE-FLIGHT SECURITY

a) Strict accounting of boarding passes, transit cards. Checked-in baggage and hand baggage. Page No 12 / 28 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No SECURITY INSTRUCTION CHAPTER 29 Ammendment AND GUIDANCE Date

Action- Ground Operations where applicable/Cabin Crew/ Maintenance. b) It will be ensured that only the registered baggage with tags is loaded on the departure aircraft. Action- Ground Operation.

c) Adequate supervision and surveillance will be maintained at all times, d) It will be ensured that only registered baggage of the passengers travelling on board is loaded. Baggage of any other passengers who do not travel must be off-loaded.

Action - Ground Operations / maintenance.

e) Fire-arms, Weapons/ammunition etc. belonging to passengers will be treated as security removed articles and will be carried in the baggage hold under lock and key is to be retained by the Captain of the aircraft till termination of the flight as per the instruction/guidelines issued by BCAS from time to time

Action- Captain of the Aircraft/Security/Ground Operations. f) Ensure that cent percent check of the passengers and their hand baggage is carried out and that only those passengers whose boarding cards have been security stamped are allowed to emplane.

Action – Ground Operations.

g) Departure passengers will be transported to the departure helicopter by walk up to the aircraft under strict surveillance. Page No 13 / 28 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No SECURITY INSTRUCTION CHAPTER 29 Ammendment AND GUIDANCE Date

Action – Ground Operations.

h) Ensure that the number of passengers who board the aircraft tallies with the number of passengers checked-in for the flight. Disembarking transit passengers will be subjected to check of their person and hand baggage before reboarding the aircraft.

Action- Ground Operations Department.

i) All pilots will keep themselves updated on the latest security classification of airports, to which they operate. BCAS Circular 1/2008 amended from time to time, lays down the list of normal, sensitive and hyper sensitive airports as per threat perception of the Govt of India. Delhi (IGIA), Mumbai, Pune, Agartala, Imphal, Amritsar, Sri Nagar and Guwahati have been declared by the Government of India as hyper- sensitive airports. The following are some of the declared sensitive airports where PHHL helicopters operate :

a) Assam - Tezpur, Jorhat, Dibrugarh , Lilabari, Silchar. b) Nagaland - Dimapur. c) Gujrat – Baroda, Diu, Bhuj, Jamnagar, Kandla, d) Maharashtra – Juhu, Nagpur, Nasik.

29.2.19 FIRE ARMS AND WEAPONS :

a) It is mandatory for all passengers intending to carry arms and ammunition to declare the weapons and ammunition being carried by them as per BCAS Circular 16/2000. Page No 14 / 28 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No SECURITY INSTRUCTION CHAPTER 29 Ammendment AND GUIDANCE Date

b) Carriage of firearms and ammunition by para military forces while travelling by civil commercial flight will be subject to provisions of BCAS Circular 38/2005. c) Carriage of more than one licensed arms and/ or more than 50 cartridges by a sports person is governed by BCAS Circular 4/2006. d) In all cases, a passenger is allowed to carry only one licensed arm and not more than 50 cartridges as per BCAS Circular 29/2002 in their registered baggages subject to declaration as per BCAS Circular 16/2000. e) Any weapon or an object, which could be used for wrongful possession of the aircraft, will not be permitted to be carried as hand baggage. f) The carriage on person of all types of knives including souvenir knives or knives considered illegal by local law, which could be used as a weapon, will not be permitted. The only exception will be passengers of Sikh religion as per government ruling where the size of the kirpan has also been laid down. g) All tear gas and similar chemicals and gases whether in canister or other container, any combination of explosives, incendiaries and any other component which can result in an explosion or fire will not be permitted. h) All items classified as restricted articles as defined in the rules of carriage. All items such as ice picks straight razors, scissors and like, which could be used: as weapon including a toy or a dummy or a grenade will not be permitted. i) Guidelines are mentioned hereunder for manual checks to be carried out for passengers. Although those checks can also be conducted with the assistance of different types of X-Ray machines, Page No 15 / 28 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No SECURITY INSTRUCTION CHAPTER 29 Ammendment AND GUIDANCE Date

metal detectors etc. it has been found that manual inspection, though time consuming, is a more foolproof method. j) A dressmakers scissors, if carried by a female passenger will indicate habit of sewing but a male passenger carrying this type of scissors could easily utilize it as a dangerous weapon. Presence of mind should therefore be maintained while carrying out such checks and should the checks of the hand baggage or frisking of the passengers reveal anything unusual, the carriage of scissors will not be permitted. k) A search of hand-baggage has to be carried out to ensure that no lethal weapon is concealed in any secret compartments. Normally, the lethal weapon would weigh more than the clothing. It tends to fall at the bottom of the hand baggage even if it is wrapped in soiled clothes, socks, underwear’s, etc. It is, therefore, necessary to search thoroughly all the contents including shaving-kits, cigarette cartons, reading material etc. These weapons could also be concealed in cameras. Consequently, while carrying out the checks. if any such items weigh more than normal, they should be thoroughly searched. l) The smallest firearm could approximately measure about two inches or less. It could be concealed in shirt cuff-Links or in the coat- forearm or even underneath the socks. Such weapons also could be concealed in a garment, which appears to be bunched up or wrapped around something. Similarly magazines and newspaper should also be checked. m) Pill-boxes, medicines note-books, religious articles, may not normally be carrying a concealed weapon unless there is an evidence Page No 16 / 28 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No SECURITY INSTRUCTION CHAPTER 29 Ammendment AND GUIDANCE Date

of tampering or other apparent inconsistency in which case, they are required to be opened. Thick layers of packed clothing can be checked by running the hand between the layers, rolled, packed or sealed. Garment and wardrobe hangers need careful checking since a weapon could be affixed to the hanger or lying in the lower corner of the wardrobe. Umbrellas could be slightly opened to ensure that they do not contain any weapon. Likewise, the umbrella handles should be slightly turned to ensure that they are rigid. If not the handles itself could be connected with sharp lethal weapon, which could be concealed in the main rod of the umbrella. n) Briefcases/ suitcases should be checked for concealed compartments. This could be accomplished by searching and feeling the bottom and sides and ascertain that they have normal thickness. Always look out for any interior, which looks reinforced or repaired. Stuffed pillows and toys are particularly difficult to inspect. Stuffing could prevent the checker from detecting the concealed weapon, who is therefore required to see the abnormality in the weight of such pillows, toys etc. o) A small lethal weapon or an explosive device could be concealed even in the shoes. The inspection of the shoe must include removal of the shoestring to ascertain that nothing is concealed in the heel of the shoe. p) Aerosol cans should be inspected by holding them to determine that the weight is consistent with what is normally expected. In addition, the cans should be squeezed; the one that can be tampered with all dent easily. If the can arouses any suspicion, it must be thoroughly checked to Page No 17 / 28 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No SECURITY INSTRUCTION CHAPTER 29 Ammendment AND GUIDANCE Date

clear the suspicion before being allowed to pass through. q) Cameras of photography equipment should be usually inspected to ascertain that the lens is intact and that there is no suspicious apparatus which might conceal the muzzle of a firearm. r) Electrical equipment, such as tape-recorders, dicta-phones, phonograph, etc. should also be usually inspected to determine if there is any unusual apparatus and if the batteries are intact. Most can be operated as a proof that they are not tampered with.

29.2.20 CONDITIONS FOR CARRIAGE OF ARMS, EXPLOSIVES, ETC Rule 8 of the Indian Aircraft Act 1937, Aircraft (Carriage of Dangerous Goods) Rules 2003, lays down the circumstances and conditions for the carriage of arms, explosives or dangerous goods, extracts from which are reproduced below:-

a) Save as otherwise provided in this rule, no person shall carry or cause or permit to be carried in any aircraft to, from, within or over India any munitions or war, implements of war, ammunitions, military stores, oxidizing material, corrosive substance, compressed gas, tear gas, radio-active material, poisonous substance or other dangerous goods. b) Notwithstanding anything contained in sub-rule (I), the following classes of goods may, subject to the provisions of sub-rules (3) and (4) be carried in any aircraft, namely:

i) Such goods as may be required for and are not kept for any purpose other than the operation of or landing of aircraft. Page No 18 / 28 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No SECURITY INSTRUCTION CHAPTER 29 Ammendment AND GUIDANCE Date

ii) Such goods as are carried by or under the authority of persons employed by the police or by the Army, Navy or Air Forces of the Union: and iii) Any other goods the carriage of which is authorized in writing by the Central Government, in accordance with and subject to the terms and conditions of such authorization (Amended by GSR 1394 dated 17th August 1963).

c) Where the carriage of any goods is permitted by or under sub-rule (2), it shall be the duty of the pilot, of the consignor and of every person concerned with booking, handling or carriage of such goods to take all precautions to avoid danger to aircraft or to persons therein or to any other person or property and in particular to ensure. i) That the goods are so packed protected and secured as to avoid the possibility of their being a source of danger; ii) That the goods are carried so as not be accessible to passengers on the aircraft and; iii) That the nature of the goods is plainly and conspicuously marked on the outside of the package containing them (Amended by GSR 394 dated 17th August 1963.)

d) The consignor of any goods, which are or appear to be, of the kind specified in sub-rule (2) shall give the air carrier a written notice specifying the nature, weight and quantity of the goods, the name and full address of the consignee, and the Page No 19 / 28 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No SECURITY INSTRUCTION CHAPTER 29 Ammendment AND GUIDANCE Date

carrier shall inform the pilot or person in-charge of the aircraft of all such particulars before the goods are placed on board the aircraft. e) Every consignor of goods by air, other than a consignor to whom sub-rule (4) applies, shall make a written declaration to the effect that the consignment does not contain any goods of the nature specified in sub-rule (1) and shall deliver the same to the air carrier provided that no such declaration shall be necessary in the case of international Carriage of goods, if the nature of the goods is clearly indicated in the airway bill. (Amended by SRO 594 dated 2nd March 1956. f) Where any officer authorized in this behalf by the Central Government has reason to believe that the provisions of this rule, are, or are about to be contravened, he may cause the goods in question to be placed under his custody pending detailed examination of nature of the goods or pending a decision regarding the action, if any, to be taken in the matter (Amended by GSR 324 dated 21st May 1960). g) Where any officer of the company authorized in this behalf by the Central Government has reason to believe that the carriage by air of any goods offered to the Corporation for transportation by air contravenes or will contravene the provisions of this rule, he may cause the goods in question to be placed under his custody pending detailed examination of the nature of the goods or pending a decision regarding the action, if any, to be taken in the matter.

29.2.21 CARRIAGE OF SECURITY REMOVED ITEMS: For the carriage of security-removed items detained by the Security/anti- Page No 20 / 28 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No SECURITY INSTRUCTION CHAPTER 29 Ammendment AND GUIDANCE Date

hijacking personnel from passengers prior to departures, the procedures given below will be followed.

a) Each item will be labeled with a ‘Registered Baggage’ label with the passenger’s name seat and destination clearly marked. b) All items for the one destination will be placed in one polythene bag and the bag will be labeled with the destination “Baggage identification label” indicating the station of origin. c) Transit stations will follow the same procedure as above; using fresh polythene bags for items loaded by them and will not tamper with the bags loaded by the previous stations. d) All the polythene bags will be placed in the special ‘SEC’ box, which will be locked. The keys for the locks are standard and supplied to stations in duplicate. e) A separate telex message will be sent by stations destination wise, giving details of the number of bag (s) and number of items in the bag (s). At transit stations, it will be the responsibility of the traffic staff to check the box if there are any items for their station irrespective of the fact whether a message has been received from the previous stations or not. Traffic staff as per local requirements will process the delivery of the items, to the passengers.

In the event of security items, arms and ammunitions being carried by authorized persons, the pertinent sections as per Indian Aircraft Rules, 1937, and /or the FAA Regulations No. 121 will prevail. It has also been decided that there is no necessity for issuing an exemption under Rule 160 of the Indian Aircraft Rules of 1937 for the carriage of weapons on board by the Personal Security Officers accompanying the VIPs. However, it may be ensured that PSOs detailed are Page No 21 / 28 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No SECURITY INSTRUCTION CHAPTER 29 Ammendment AND GUIDANCE Date

invariably qualified and are adequately briefed to avoid possible security risks. It will be ensured that arms are unloaded before acceptance and the ammunition will be carried subject to the IATA laid down regulations.

29.2.22 MEASURES TO BE TAKEN: Prohibit all unauthorized entries into the Cargo godowns, baggage make up area and maintain surveillance at the time of loading and off-loading the aircraft and; baggage distribution in the baggage delivery hall. Consignor or the consignee, as the case may be, or their representatives, may be allowed to enter the premises, the cargo booking and cargo delivery section respectively, provided proper supervision is maintained to ensure that no tampering takes place for any other than their own consignments. Restricted cargo areas will be defined by a barrier or suitable portable fencing. Movements in these areas will be restricted. No cargo is to be left outside the restricted area. Establish an unattended effective cargo locator system which will provide appropriate storage to identify, locate and detect consignments without wasteful storage and ensure against pilferage, loss. Etc. At the time of delivery, documents control is maintained by substituting ‘Internal Pick-up for Airlines Document’ Document required for booking of consignment/cargo or for delivery purposes should not be accessible to outside/ unauthorized parties. Precious Cargo, when booked and accepted would be examined for seals and exact weight to be recorded in the register. Thereafter, the cargo would be kept in safe deposit vaults/ safes or security cages for either onward transmission or delivery against signature. On the change over the shifts patter, precious cargo will be handed over/ taken over and record maintained.

Responsibility should be fixed on control of key of cargo space/locker. Under no circumstances should the key be left unattended or the combination posted where Page No 22 / 28 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No SECURITY INSTRUCTION CHAPTER 29 Ammendment AND GUIDANCE Date

unauthorized persons can obtain them. Accept or deliver precious cargo only during normal working hours. Do not accept precious cargo, which is not properly packed.

Communicate to the station of destination in advance about dispatch of such precious cargo. Provide adequate security coverage during the transportation from cargo godown to the departing aircraft and vice versa, to avoid pilferage theft, etc. Ensure that the delivery of such precious cargo is made to bona-fide consignee maintain movement of such precious cargo in the section logbook. In case the precious cargo is of very high value, an armed police squad should be provided. ‘On hand’ and un-manifested cargo should not be accepted. Irrespective of the value, adopt precious cargo handling procedure for the carriage of firearms, if any. Any high value cargo, to be sent by H.O.P (Hand of Pilot) will be against signatures with advance communication to the station of destination. Minimum handling reduces possible loss/damage; minimizes exposure to theft as a result of consolidation of cargo, Manger Cargo will ensure effective implementation of these measures. All company stores will be examined before they are put on board.

29.2.23 MEASURES CONCERNING A HIJACKING OF AN AIRCRAFT: It must be accepted that the crew will be unable to prevent the forcible seizure of an aircraft if the safety of everyone on board is not to be jeopardized. A hijack may occur anywhere and at any time. Each set of circumstance will be different, but it is recommended that where possible the following procedures and advice be observed.

a) The key point to remember in a hijacking is that the main goal is the safe release of the passengers and crew. With this in mind, the following principle should be kept in mind. b) Comply with the demands without prejudicing safety. Avoid conflict with the hijacker by Page No 23 / 28 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No SECURITY INSTRUCTION CHAPTER 29 Ammendment AND GUIDANCE Date

remaining calm while complying with his demands. Negotiate patiently and do not antagonize the hijackers. c) Do not completely surrender command of the aircraft. Explain as calmly and as non- confrontationally as possible, when his demands will materially impact on the safety of all on board and try to get the hijacker to accept other, safer, courses of action. To the maximum extent possible, continue to care for the comfort and welfare of your passengers. d) Be guided by the authorities. Your own assessment of the situation will be constrained by the confines of the aircraft, and the authorities are bound to have a wider picture; when possible comply with their instructions. e) Keep the ground authorities fully informed if the hijacker allows it. Be observant so that you will be able to give objective and detailed information about the situation on board the aircraft. f) Do not take independent action. Resist the temptation to “have ago”. Independent action should not be taken except in extreme circumstance, and then only with the Commander’s consent. Remember, there might be further members of the hijacker’s group who have not yet revealed themselves.

29.2.24 CHARACTERSTIC BOMB WARNINGS A bomb warning may be directed against:-

a) An aircraft on the ground; b) An aircraft in the air; c) Airport building, installations, or other aircraft in the vicinity. Page No 24 / 28 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No SECURITY INSTRUCTION CHAPTER 29 Ammendment AND GUIDANCE Date

A bomb threat is either specific, non-specific or hoax. A bomb warning is usually intended to cause a nuisance only, but might presage an act of terrorism or criminal intent. Each threat must be considered a real threat until proven otherwise. All bomb threat calls will be immediately reported to the airport manager/ duty manager. The threat will then be assessed by the BOMB THREAT ASSESSMENT COMMITTEE, who will assess the bomb threat as SPECIFIC or NON-SPECIFIC or HOAX. 29.2.25 BASIC PROCEDURE FOR SPECIFIC BOMB THREAT IF THE AIRCRAFT IS ON THE RAMP: If the aircraft is on the ramp, the Captain will:-

a) Disembark the passengers and crew with all of their hand baggage. Crewmembers only should be advised about the bomb warning prior to disembarkation. b) Inform ATC of the bomb warning in case received by the captain and have the aircraft removed to a remote location as directed by ATC or the airport authorities. In case the specific threat is conveyed to the captain by the ATC, the actions will be same as in (a) and (b). c) Hand over the aircraft to the airport authorities.

29.2.26 BASIC PROCEDURE FOR SPECIFIC BOMB THREAT IF THE AIRCRAFT IS TAXING: If the aircraft is taxing, the Captain will:-

a) Stop the aircraft and disembark passengers and crew with all hand baggage. Crew members only should be advised about the bomb warning prior to disembarkation. b) Assemble the passengers well clear of the aircraft (minimum 100 meters upwind) and inform the passengers of the bomb warning. Page No 25 / 28 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No SECURITY INSTRUCTION CHAPTER 29 Ammendment AND GUIDANCE Date

c) Inform ATC of the bomb warning and the helicopter moved to remote location as directed by ATC or the airport authorities. d) Hand the aircraft over to the airport authorities.

29.2.27 BASIC PROCEDURES IF THE AIRCRAFT IS IN FLIGHT: If the aircraft is in flight, the Commander will:-

a) Declare an emergency and divert to the nearest suitable airport. b) Keep ATC fully advised of your intentions. c) Brief the cabin crew to be prepared for a possible emergency landing. Crewmembers only should be informed of the bomb threat. Brief the passengers on the diversion. d) Initiate a discrete search of the aircraft (to the extent possible in flight). Each aircraft should have on board a search procedure checklist giving a list of the most likely places needing to be searched. e) If a suspicious object is discovered during the search, it should not be moved, touched or opened. At this point the passengers should be informed of the situation. Move the passengers as far away as possible from the object and instruct them to keep heads below the tops of the seat backs. Remove bottles of alcohol and first aid kits from the vicinity of the object. Fire extinguishers should be readily available. The suspicious object should be left in place and kept dry, but cushioned by soaked pillow, blankets or coats, if possible, to reduce the hazard of fire. f) On contacting the aerodrome/heliport of landing, request details of remote parking and advice the aerodrome of the need to remove the passengers as quickly as possible from the vicinity of the aircraft after shutdown. Page No 26 / 28 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No SECURITY INSTRUCTION CHAPTER 29 Ammendment AND GUIDANCE Date

g) After landing and clearing the runway, if at an airport, disembark the passengers and crew. Emergency exits should only be used when deemed necessary by the Commander. h) Assemble and inform the passengers keeping well clear of the aircraft (minimum of 100 meter upwind).

29.2.28 BOMB SCARE INSPECTION CERTIFICATE

Fitness For Aircraft Regn. No……………………………………..

Type of aircraft……………………………….

Flight Number………………………… Date…………………… Airport………………………………..

1. Engineering This is to certify that the above aircraft has been inspected as per Inspection Schedule. Sd/ (Name) Shift In charge/AME

2. Commercial

a) This is to certify that all Registered Baggage was off-loaded for identification by the passengers before loading. b) Frisking In-charge requested to carry out frisking of passengers and their hand baggage. c) Cargo/Mail/Newspaper off-loaded for inspection. Cargo detained for cooling off period. Sd/ (Name) Airport Manager Page No 27 / 28 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No SECURITY INSTRUCTION CHAPTER 29 Ammendment AND GUIDANCE Date

3. Catering Certified that all catering containers/equipment placed on board have been inspected before loading. Sd/(Name) Duty Officer

4. Operations Certified that all Crew Baggage and Navigation Bag, containing operational documents have been inspected. Sd/ (Name) Commander of aircraft

5. Security. This is to certify that all the above inspections were carried out by the concerned department and nothing incriminating was found.

Sd/ (Name) Duty Officer, Security Page No 28 / 28 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No SECURITY INSTRUCTION CHAPTER 29 Ammendment AND GUIDANCE Date

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30.1 BOMB THREAT CHECKS: In case of specific bomb threats, Engineering Deptt. will ensure that the particular aircraft will immediately be segregated from the other parked aircraft and will be away from any oil and Radar installations.

The aircraft should be thoroughly checked by the Maintenance staff of the company in the presence of Officer-on Duty from the Airworthiness Department.

Any suspicious goods or article should be segregated. Pending its identification and classification of the explosive, the local police should take charge of it and make detailed enquiry. In the absence of an officer of the Inspectorate of Explosives or Bomb Removal Squad, the senior-most police officer shall have the authority to direct removal of the suspected article to remote place for putting it in a pit. Necessary care should be taken that the article does not receive any unnecessary jerks, which may result in detonation. A detailed description of the article should be noted including the writing and marking found on the suspected article. If it is in some foreign language then exact reproduction of what is written should be taken down. Whenever possible, the article should be photographed from different angles without disturbing it. All these operations will be carried out in the presence of Airport Fire Officer.

The AAI Directorate in respect of the four International Airports and Aerodrome Officer in respect of other civil airports will supervise and coordinate the handling of suspected articles.

After all the necessary checks in case in case of bomb threat have been carried out as per the laid down drill by the respective departments. Clearance Certification will be issued as per ‘Performa’ at Annexure below. At outstations, Page No 2 / 4 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No SEARCH PROCEDURE CHAPTER 30 Ammendment Date

the Station Manager of the official representing the Station- in-Charge can sign the Clearance Certification.

ANNEXURE

Certified that anti-sabotage check in respect of Bomb Threat was carried out on Aircraft Regn………….. Flight No………………….. on ……………… from…………………..as per check list given in Appendix ‘C’ of Bomb Threat Drill Procedure enumerated by Ministry of Home Affairs and circulated by the Bureau of Civil Aviation Security vide letter no……………dated………………..

It is also certified that during the search of the aircraft mentioned above, no explosives / explosive devices or suspicious article or any extraneous objects were found.

1. Signature: ……………….. Name: ……………………. Designation: …………. AME No. : …………….. (A/C Engr. Of the Airlines Concerned)

2. Signature: …………………… Name: ………………………… Designation: ……………….. Officer I/C BDDs / Controller of Explosive/ Explosives Expert, as applicable)

3. Signature: ……………….. Name: ……………………. Designation: …………. (Officer from Directorate of Airworthiness, wherever available). Page No 3 / 4 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No SEARCH PROCEDURE CHAPTER 30 Ammendment Date

4. Signature: ……………….. Name: ……………………. Designation: …………. (PHHL Security Officer, wherever available) 5. Signature: ……………….. Name: ……………………. Designation: …………. (Officer-in-charge Airport Security). Page No 4 / 4 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No SEARCH PROCEDURE CHAPTER 30 Ammendment Date

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31.1 APPLICATION OF THE RULES OF THE AIR: These rules of the air shall apply to PHHL helicopters within the Indian Territory and outside, unless the country of operation has specifically filed exceptions with ICAO in respect of certain provisions.

31.2 COMPLIANCE WITH THE RULES OF AIR: The operation of an aircraft both in flight and on the movement area of an aerodrome shall be in compliance with the general rules and, in addition, when in flight either with:-

a) The Visual Flight Rules, or b) The Instrument Flight Rules.

A pilot may elect to fly in accordance with Instrument Flight Rules in visual meteorological conditions or he may be required to do so by the appropriate Air Traffic Services Unit.

During the hours of darkness the choice of rules is limited in that compliance with Instrument Flight Rules is compulsory under that following circumstances, although a flight is operated in visual meteorological conditions.

a) When operated during night with the exception of such local flights as may be exempted by Air Traffic Control and such training flights of Flying Club aircraft as may be cleared by Air Traffic Control. For this purpose local flight is a flight wholly conducted in the immediate vicinity of an aerodrome. b) When operated more than 100 nautical miles seaward from the shore line.

31.3 RESPONSIBILITY FOR COMPLIANCE WITH THE RULES OF THE AIR

31.3.1 RESPONSIBILITY OF PILOT-IN-COMMAND: The pilot-in- command of an aircraft shall, whether manipulating the controls or not, be responsible for the operation of the Page No 2 / 31 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No RULES OF THE AIR CHAPTER 31 Ammendment Date

aircraft in accordance with the rules of the air, except that the pilot-in-command may depart from these rules in circumstances that render such departure absolutely necessary in the interest of safety.

31.3.2 PRE-FLIGHT ACTION: Before beginning a flight, the pilot-in- command of an aircraft shall become familiar with all available information appropriate to the intended operation. Pre –flight action for flights away from the vicinity of an aerodrome, and for all IFR flights, shall include a careful study of available current weather reports and forecasts, taking into consideration fuel requirements and an alternative course of action if the flight cannot be completed as planned.

31.4 AUTHORITY OF PILOT-IN-COMMAND OF AN AIRCRAFT: The pilot-in-command of an aircraft shall have final authority as to the disposition of the aircraft while in command.

31.5 USE OF INTOXICATION LIQUOR, NARCOTICS OR DRUGS: No person shall pilot an aircraft, or act as a flight crew member of an aircraft, while under the influence of intoxicating liquor or any narcotic or drug, by reason of which that person’s capacity to act is impaired.

PROTECTION OF PERSONS AND PROPERTY

31.6 NEGLIGENT OR RECKLESS OPERATION OF AIRCRAFT: An aircraft shall not be operated in a negligent or reckless manner so as to endanger life or property of others.

31.7 MINIMUM HEIGHT: Except when necessary for take-off or landing or except by permission from the appropriate authority, aircraft shall not be flown.

a) Over the congested areas of cities, towns or settlements or over an open air assembly of persons , unless at such a height as will permit, Page No 3 / 31 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No RULES OF THE AIR CHAPTER 31 Ammendment Date

in the event of an emergency arising, a landing to be made without undue hazard to persons or property on the surface; this height shall not be less than 1000 ft. above the highest obstacle within a radius of 2000 ft. from the aircraft; b) Elsewhere than as specified in clause a) above, at a height less than 500 ft. above the ground or water.

31.8 CRUISING LEVELS: The cruising levels at which a flight or a portion of a flight is to be conducted shall be in terms of:-

a) Flight levels, for flights at or above the lowest useable flight level or, where applicable, above the transition altitude; b) Altitudes, for flights below the lowest useable flight level or, where applicable, at or below the transition altitude;

31.9 DROPPING OR SPRAYING: Nothing shall be dropped or sprayed from an aircraft in flight except under conditions prescribed by the appropriate authority and as indicated by relevant information, advice and / or clearance from the appropriate air traffic services unit.

31.10 TOWING: No aircraft or other object shall be towed by an aircraft, except in accordance with requirements prescribed by the appropriate authority and as indicated by relevant information, advice and /or clearance from the appropriate air traffic services unit.

31.11 PARACHUTE DESCENTS: Parachute descents, other than emergency descents, shall not be made except under conditions prescribed by appropriate authority and as indicated by relevant information, advice and/or clearance from the appropriate air traffic services unit. Page No 4 / 31 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No RULES OF THE AIR CHAPTER 31 Ammendment Date

31.12 ACROBATIC FLIGHT: No aircraft shall be flown acrobatically except under conditions prescribed by the appropriate authority and as indicated by relevant information, advice and /or clearance from the appropriate air traffic services unit.

31.13 PROHIBITED AREAS AND RESTRICTED AREA: Aircraft shall not be flown in a prohibited area, or in a restricted area, except in accordance with conditions of the restrictions or by permission of the state over whose territory the areas are established.

31.14 AVOIDANCE OF COLLISIONS Nothing in these rules shall relieve the pilot-in-command (PIC) of an helicopter/aircraft from the responsibility of taking such action, including collision avoidance manoeuvres based on resolution advisories provided by ACAS equipment, as will best avert collision.

NOTE: It is important that a vigilance for the purpose of detecting potential collisions be not relaxed on board an helicopter in flight, regardless of the type of flight or the class of airspace in which the aircraft is operating, and while operating on the movement area of an aerodrome.

31.14.1 PROXIMITY: An aircraft shall not be operated in such proximity to other aircraft as to create a collision hazard.

31.14.2 RIGHT-OF-WAY: The aircraft that has the right-of-way shall maintain its heading and speed.

An aircraft that is obliged by the following rules to keep out of the way of another shall avoid passing over, under or in front of the other, unless it passes well clear and takes into account the effect of aircraft wake turbulence

31.14.2.1 Approaching Head-on: When two aircraft are approaching head-on or approximately so and there is danger of collision, each shall alter it’s heading to the right. Page No 5 / 31 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No RULES OF THE AIR CHAPTER 31 Ammendment Date

31.14.2.2 Converging: When two aircraft are converging at approximately the same level, the aircraft that has the other on its right shall give way, except as follow:-

a) Power-driven heavier-than-air aircraft shall give way to airships, gliders and balloons; b) Airship shall give way to gliders and balloons; c) Gliders shall give way to balloons; d) Power-driven aircraft shall give way to aircraft which are seen to be towing other aircraft or objects.

31.14.2.3 Overtaking: An overtaking aircraft that approaches another from the rear on a line forming an angle of less than 70 degrees with the plane of asymmetry of the latter, i.e. is in such a position with reference to the other aircraft that at night it should be unable to see either of the aircraft’s left (port) or right (starboard) navigation lights. An aircraft that is being overtaken has the right-of-way and the overtaking aircraft whether climbing, descending or in horizontal flight shall keep out of the way of the other aircraft by altering its heading to the right and no subsequent change in the relative positions of the two aircraft shall absolve the overtaking aircraft from this obligation until it is entirely past and clear.

31.14.2.4 Landing: An aircraft in flight, or operating on the ground or water, shall give way to aircraft landing or in the final stages of an approach to land. When two or more heavier-than- air aircraft are approaching an aerodrome for the purpose of landing aircraft at the higher level shall give way to aircraft at the lower level, but the latter shall not take advantage of this rule to cut in front of another which is in the final stages of an approach to land or to overshoot. Aircrafts shall give way to gliders.

31.14.2.5 Emergency Landing: An aircraft that is aware that another is compelled to land shall give way to that aircraft. Page No 6 / 31 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No RULES OF THE AIR CHAPTER 31 Ammendment Date

31.14.2.6 Taking Off: An aircraft taxiing on the maneuvering area of an aerodrome shall give way to aircraft taking off or about to take off.

31.14.2.7 Surface Movement of Aircraft: In case of danger of collision between two aircraft taxing on the movement area of an aerodrome the following shall apply:-

a) When two aircraft are approaching head on, or approximately so, each shall stop or where practicable alter its course to the right so as to keep well clear; b) When two aircraft are on a converging course, the one which has the other on its right shall give way; c) An aircraft which is being overtaken by another aircraft shall have the right-of-way and the overtaking aircraft shall keep well clear of the other aircraft.

An aircraft taxiing on the maneuvering area shall stop and hold at all taxi-holding positions unless otherwise authorized by the aerodrome control tower.

An aircraft taxiing on the maneuvering area shall stop and hold at all lighted stop bars and may proceed further when the lights are switched off.

31.15 LIGHTS TO BE DISPLAYED BY AIRCRAFT

a) Except as provided by 31.15 (e) from sunset to sunrise or during any other period which may be prescribed by the appropriate authority all aircraft in flight shall display:- i) Anti-collision lights intended to attract attention to the aircraft: ii) Navigation lights intended to indicate the relative path of the aircraft to an Page No 7 / 31 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No RULES OF THE AIR CHAPTER 31 Ammendment Date

observer and other lights shall not be displayed if they are likely to be mistaken for these lights. NOTE: Lights fitted for other purpose such as landing lights and airframe floodlights may be used in addition to the anti- collision lights specified in the Airworthiness Technical Manual to make the aircraft more conspicuous.

b) Except as provided by 31.15 (e) from sunset to sunrise or during any other period prescribed by the appropriate authority.

i) All aircraft moving on the movement area of an aerodrome shall display navigation lights intended to indicate the relative path of the aircraft to an observer and other lights shall not be displayed if they are likely to be mistaken for these lights. ii) Unless stationary and otherwise adequately illuminated, all aircraft on the movement area of an aerodrome shall display lights intended to indicate the extremities of their structure; iii) All aircraft operating on the movement area of an aerodrome shall display lights intended to attract attention to the aircraft; and iv) All aircraft on the movement area of an aerodrome whose engines are running shall display lights, which indicate that fact.

NOTE: If suitably located on the aircraft, the navigational lights referred to in 31.15 (a) (ii) may also meet the requirements of 31.15 (b) (ii). Red anti-collision lights fitted Page No 8 / 31 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No RULES OF THE AIR CHAPTER 31 Ammendment Date

to meet the requirements of 31.15 (a) (i) may also meet the requirements of 31.15 (b) (iii) and 31.15 (b) (iv) provided they do not subject observers to harmful dazzle.

c) Except as provided by 31.15 (e), all aircraft in flight and fitted with anti-collision lights to meet the requirement of 31.15 (a) (i) shall display such lights also outside the period specified in 31.15 (a). d) Except as provided by 31.15 (e) all aircraft. i) Operating on the movement area of an aerodrome and fitted with anti- collision lights to meet the requirement of 31.15 (b) (iii) or ii) On the movement area of an aerodrome and fitted with lights to meet the requirement 31.15 (b) (iv) shall display such lights also outside the period specified in 31.15 (b). e) A pilot shall be permitted to switch off or reduce the intensity of any flashing lights fitted to meet the requirement of 31.15 (a), 31.15 (b) ,31.15 (c) and 31.15 (d) if they do or are likely to ; i) Adversely affect the satisfactory performance of duties; or ii) Subject an outside observer to harmful dazzle,

31.16 SIMULATED INSTRUMENT FLIGHTS: An aircraft shall not be flown under simulated instrument flight conditions unless

a) Fully functional dual controls are installed in the aircraft, and b) A fully qualified pilot occupies a control seat to act as safety pilot for the person who is flying under simulated instrument conditions. The safety pilot shall have adequate vision forward Page No 9 / 31 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No RULES OF THE AIR CHAPTER 31 Ammendment Date

and to each side of the aircraft, or a competent observer in communication with the safety pilot shall occupy a position in the aircraft from which the observer’s field of vision adequately supplements that of the safety pilot.

31.17 OPERATION ON AND IN THE VICINITY OF AN AERODROME: An aircraft operated on or in the vicinity of an aerodrome shall, whether or not within an aerodrome traffic zone: -

a) Observe other aerodrome traffic for the purpose of avoiding collision. b) Conform with or avoid the pattern of traffic formed by other aircraft in operation. c) Make all turns to the left, when approaching for a landing and after taking off unless otherwise instructed. d) Land and take off into the wind unless safety, the runway configuration or air traffic considerations determine that a different direction is preferable.

31.18 FLIGHT PLANS

31.18.1 SUBMISSION OF A FLIGHT PLAN: Information relative to an intended flight or portion of the flight to be provided to air traffic services units shall be in the form of a flight plan.

A flight plan shall be submitted prior to operating: -

a) Any flight or portion thereof to be provided with a traffic control service. b) Any IFR flight within advisory airspace. c) Any flight within or into designated areas, or along designated routes, when so required by the appropriate ATS authority to facilitate the provision of flight information, alerting and search and rescue service. Page No 10 / 31 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No RULES OF THE AIR CHAPTER 31 Ammendment Date

d) Any flight within or into designated areas, or along designated routes, when so required by the appropriate ATS authority to facilitate co- ordination with appropriate military units or with traffic services units in adjacent states in order to avoid the possible need for interception for the purpose identification. e) Any flight across international borders.

NOTE: The term “flight plan” is used to mean various full information on all items in the flight plan description covering the whole route of a flight or limited information required when the purpose is to obtain a clearance for minor portion of a flight as to cross an air way, to take off from or to land at a controlled aerodrome.

A flight plan shall be submitted before departure to an air traffic services reporting office or, during flight, transmitted to the appropriate air traffic services unit or air-ground control radio station, unless arrangements have been made for submission of repetitive flight plans.

Unless otherwise prescribed by the appropriate ATS authority, a flight plan for a flight to be provided with air traffic control service or air traffic advisory service shall be submitted at least sixty minutes before departure, or, if submitted during flights, at a time which will ensure its receipt by the appropriate air traffic services unit at least ten minutes before the aircraft is estimated to reach: -

a) The intended point of entry into a control area or advisory area: or b) The point of crossing an airway or advisory route.

31.18.2 CONTENTS OF A FLIGHT PLAN: A flight plan shall comprise information regarding such of the following items as are considered relevant by the appropriate ATS authority:- Page No 11 / 31 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No RULES OF THE AIR CHAPTER 31 Ammendment Date

a) Aircraft identification. b) Flight rules and type of flight. c) Number and type (s) of aircraft and wake turbulence category. d) Equipment e) Departure aerodrome (see Note 1) f) Estimated off-block time (see Note-2) g) Cruising speed (s) h) Cruising level (s) i) Route to be followed. j) Destination aerodrome and total estimated elapsed time. k) Alternate aerodrome (s) l) Fuel endurance. m) Total number of person on board. n) Emergency and survival equipment. o) Other Information.

Note 1: For flight plans submitted during flight, the information provided in respect of this item will be an indication of the location from which supplementary information concerning the flight may be obtained, if required.

Note 2: For flight plans submitted during flight, the information to be provided in respect of this item will be the time over the first point of the route to which the flight plan relates.

Note 3: The term “aerodrome” where used in the flight plan is intended to cover also sites other than aerodromes which may be used by certain type of aircraft e. g helicopters or balloons.

31.18.3 COMPLETION OF A FLIGHT PLAN: Whatever the purpose for which it is submitted, a flight plan shall contain information, as applicable, on relevant items up to and Page No 12 / 31 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No RULES OF THE AIR CHAPTER 31 Ammendment Date

including “Alternate aerodrome (s)” regarding the whole route or the portion thereof for which the flight plan is submitted.

It shall, in addition, contain information, as applicable, on all other items when so prescribed by the appropriate ATS authority or when otherwise deemed necessary by the person submitting the flight plan.

31.18.4 CHANGE TO FLIGHT PLAN: All changes to a flight plan submitted for an IFR flight, or a VFR flight operated as a controlled flight, shall be reported as soon as practicable to the appropriate air traffic services unit. For other VFR flights, significant changes to a flight plan shall be reported as soon as practicable to the appropriate air traffic services unit.

31.18.5 CLOSING A FLIGHT PLAN: Unless otherwise prescribed by the appropriate ATS authority, a report of arrival shall be made either in person or by radio at the earliest possible moment after landing, to the appropriate air traffic services unit at the arrival aerodrome, by any flight for which a flight plan has been submitted covering the entire flight or the remaining portion of a flight to the destination aerodrome.

When a flight plan has been submitted only in respect of a portion of a flight, other than the remaining portion of a flight to destination, it shall, when required, be closed by an appropriate report to the relevant air traffic service unit.

When no air traffic service unit exists at the arrival aerodrome the arrival report, when required shall be made as soon as practicable after landing and by the quickest means available to the nearest air traffic services unit/ Flight Information Centre.

When communication facilities at the arrival aerodrome are known to be inadequate and alternate arrangements for Page No 13 / 31 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No RULES OF THE AIR CHAPTER 31 Ammendment Date

the handling of the reports on the ground are not available, the following action shall be taken :

a) Immediately prior to landing, the aircraft shall, if practicable, transmit by radio to an appropriate air traffic service unit, a message comparable to an arrival report, where such a report is required. b) Normally, this transmission shall be made to the aeronautical station serving the air traffic services unit in charge of the flight information Region in which the aircraft is operated.

Arrival reports made by aircraft shall contain the following elements of information:

a) Aircraft identification b) Departure aerodrome c) Destination aerodrome (only in the case of a diversionary landing). d) Arrival aerodrome. e) Time of arrival.

Note: Whenever an arrival report is required, failure to comply with these provisions may cause serious disruption in the air traffic services and incur great expense in carrying out unnecessary search and rescue operations.

31.18.6 TIME: Coordinated Universal Time (UTC) shall be used and shall be expressed in hours and minutes of the 24 hour day beginning at midnight.

A time check shall be obtained prior to operating a controlled flight and at such other times during the flight as may be necessary.

NOTE: Such time check is normally obtained from an air traffic services unit unless other arrangements have been made by the operator or by the appropriate ATS authority. Page No 14 / 31 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No RULES OF THE AIR CHAPTER 31 Ammendment Date

31.18.7 AIR TRAFFIC CONTROL CLEARANCE: An air traffic control clearance shall be obtained prior to operating a controlled flight, or a portion of a flight as a controlled flight. Such clearance shall be requested through the submission of a flight plan to an air traffic control unit. NOTE 1: A Flight plan may cover only part of a flight, as necessary, to describe that portion of a flight or those manoeuvres, which are subject to air traffic control. A clearance may cover only part of a current flight plan, as indicated in a clearance limit or by reference to specific maneuvers such as taxiing, landing or taking –off. NOTE 2: If an air traffic control clearance is not satisfactory to a pilot-in-command of an aircraft, the pilot-in-command may request and, if practicable, will be issued an amended clearance. Whenever an aircraft has requested a clearance involving priority, a report explaining the necessity for such priority shall be submitted, if requested by the appropriate air traffic control unit. Potential re-clearance in-flight. If prior to departure it is anticipated that depending on fuel endurance and subject to re-clearance in flight, a decision may be taken to proceed to a revised destination aerodrome, the appropriate air traffic control units shall be so notified by the insertion in the flight plan of information concerning the revised route (where known) and the revised destination. Note: The intent of this provision is to facilitate a re- clearance to a revised destination, normally beyond the filed destination aerodrome. An aircraft operated on a controlled aerodrome shall not taxi on the maneuvering area without clearance from the aerodrome control tower and shall comply with any instructions given by that unit. Page No 15 / 31 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No RULES OF THE AIR CHAPTER 31 Ammendment Date

31.18.8 ADHERENCE TO FLIGHT PLAN: Except in case of Inadvertent changes and Weather deterioration below minima, an aircraft shall adhere to the current flight plan submitted for a controlled flight unless a request for a change has been made and clearance obtained from the appropriate air traffic control unit, or unless an emergency situation arises which necessitates immediate action by the aircraft, in which event as soon as circumstances permit, after such emergency authority is exercised, the appropriate air traffic services unit shall be notified of the action taken and that this action has been taken under emergency authority. Deviation from the requirements mentioned above shall be notified to the appropriate air traffic services unit, unless otherwise authorized or directed by the appropriate air traffic control unit , controlled flights shall, in so far as practicable: -

a) When on an established ATS route, operate along the defined centre line of that route; b) When on any other route, operate directly between the navigation facilities and or points defining that route.

Inadvertent changes: In the event that a controlled flight inadvertently deviates from its current flight plan, the following action shall be taken:-

a) Deviation from track: If the aircraft is off track, action shall be taken forthwith to adjust the heading of the aircraft to regain track as soon as practicable. b) Variation in true air speed: If the average true airspeed at cruising level between reporting points varies or is expected to vary by plus or minus 5 percent of the true airspeed, from that given in the flight plan, the appropriate air traffic services unit shall be so informed. Page No 16 / 31 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No RULES OF THE AIR CHAPTER 31 Ammendment Date

c) Change in time estimate: If the time estimates for the next applicable reporting point, ‘flight information region boundary or destination aerodrome, whichever comes first, is found to be in error in excess of three minutes from that notified to air traffic services, or such other period of time as is prescribed by the appropriate ATS authority or on the basis of air navigation regional agreements, a revised estimated time shall be notified as soon as possible to the appropriate air traffic services unit.

d) Change of route: - i) Destination unchanged: Aircraft identification; flight rules; description of revised route of flight to revised destination aerodrome including related flight plan data, beginning with the position from which requested change of route is to commence. Revised time estimate alternate aerodrome (s) any other pertinent information.

ii) Destination Changed: Aircraft identification: Flight Rules: description of revised route of flight to revised destination aerodrome including related flight plan data. Beginning with the position from which requested change of route is to commence. Revised time estimate: alternate aerodrome (s): any other pertinent information.

Whether deterioration below the VMC : When it becomes evident that flight in VMC in accordance with its current Page No 17 / 31 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No RULES OF THE AIR CHAPTER 31 Ammendment Date

flight plan will not be practicable, a VFR flight operated as a controlled flight shall:

a) Request an amended clearance enabling the aircraft to continue in VMC to destination or to an alternative aerodrome, or to leave the airspace within which an ATC clearance in required; or b) If no clearance in accordance with (a) can be obtained, continue to operate in VMC and notify the appropriate ATC unit of the action being taken either to leave the air space concerned or to land at nearest suitable aerodrome; or c) If operated within a control zone, request authorization to operate as special VFR flight; or d) Request clearance to operate in accordance with the instrument flight rules.

31.18.9 POSITION REPORTS : Unless exempted by the appropriate ATS authority or by the appropriate air traffic services unit under conditions specified by that authority, a controlled flight shall report to the appropriate air traffic services unit, as soon as possible, the time and level of passing each designated compulsory reporting point, together with any other required information. Position reports shall similarly be made in relation to additional points when requested by the appropriate air traffic services unit. In the absence of designated reporting points, position reports shall be made at intervals prescribed by the appropriate ATS authority or specified by the appropriate air traffic services unit.

The condition and circumstances in which SSR Mode C transmission of pressure – altitude satisfies the requirement for level information in position reports are indicated in the PANS –RAC Part II (Doc 4444). Page No 18 / 31 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No RULES OF THE AIR CHAPTER 31 Ammendment Date

31.19 TERMINATION OF CONTROL : A controlled flight shall, except when landing at a controlled aerodrome, advise the appropriate ATC unit as soon as it ceases to be subject to air traffic control service.

31.20 RADIO LISTENING WATCH: An aircraft operated as a controlled flight shall maintain continuous air-ground voice communication watch on the appropriate communication channel and establish two-way communication as necessary with, the appropriate air traffic control unit, except as may be prescribed by the appropriate ATS authority in respect of aircraft forming part of aerodrome traffic at a controlled aerodrome.

31.21 VISUAL FLIGHT RULES : Except when operating as a special VFR flight, VFR flights shall be conducted so that the aircraft is flown in conditions of visibility and distance from clouds equal to or greater than those specified in succeeding sub paras.

Except when a clearance is obtained from an air traffic control unit, VFR flights shall not take off or land at an aerodrome within a control zone, or enter the aerodrome traffic zone or traffic pattern.

a) When the ceiling is less than 450m (1500 ft.) or b) When the ground visibility is less than 5 km.

VFR flights between sunset and sunrise, or such other period between sunset and sunrise as may be prescribed by the appropriate ATS authority, shall be operated in accordance with the condition prescribed by such authority. Unless authorized by the appropriate ATS authority, VFR flights shall not be operated:

a) Above FL 150 ; b) At transonic and supersonic speeds. Page No 19 / 31 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No RULES OF THE AIR CHAPTER 31 Ammendment Date

Except when necessary for takeoff or landing or except by permission from the appropriate authority, a VFR flight shall not be flown:

a) Over the congested areas of cities, towns or settlements or over an open-air assembly of persons at height less than 300m (1000ft) above the highest obstacle within a radius of 600m from the aircraft. b) Elsewhere than as specified in (a) above, at height less than 150m (500ft.) above the ground or water. Except where otherwise indicated in air traffic control clearances or specified by the appropriate ATS authority, VFR flights in level cruising flight when operated above 900m (3000 ft.) from the ground or water, or a higher datum as specified in the Tables of cruising levels contained in Appendix 2 and AIP Supplement 25 of 2003. VFR flights shall comply with the provisions of Air Traffic Control Service.

a) When operated within Classes B, C and D airspace. b) When forming part of aerodrome traffic at controlled aerodromes; or c) When operated as special VFR flights.

A VFR flight operating within or into areas, or along routes, designated by the appropriate ATS authority in accordance with 31.18.1 (c) or (d), shall maintain continuous air ground voice communication watch on the appropriate communication channel of, and report its position as necessary to, the air traffic services unit providing flight information services.

An aircraft operated in accordance with the visual flight rules which wishes to change to compliance with the instrument flight rules shall: Page No 20 / 31 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No RULES OF THE AIR CHAPTER 31 Ammendment Date

a) If a flight plan was submitted, communicate the necessary changes to be effected to its current flight plan, or b) When so required by 31.18, submit a flight plan to the appropriate air traffic services unit and obtain a clearance prior to proceeding IFR when in controlled airspace.

VMC VISIBILITY AND DISTANCE FROM CLOUD MINIMA :

VMC visibility and distance from cloud minima are given in table below-

* When the height of the transition altitude is lower than 3050m (1000ft.) MSL, FL 100 should be used in lieu of 10000 ft. ** When so prescribed by appropriate ATS authority

a) Flight visibilities not reduced to 3000m may be permitted for flights operating: i) At speeds that, in the prevailing visibility, will give adequate opportunity to observe other traffic or any obstacles in time to avoid collision; or Page No 21 / 31 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No RULES OF THE AIR CHAPTER 31 Ammendment Date

ii) In circumstances in which the probability of encounters with other traffic would normally be low; e.g., in areas of low volume traffic and for aerial work at low levels. b) Helicopters may be permitted to operate upto 1000m flight visibility, if maneuvered at a speed that will give adequate opportunity to observe other traffic or any obstacles in time to avoid collision.

31.22 INSTRUMENT FLIGHT RULES

31.22.1331.22.1 AIRCRAFT EQUIPMENT: Aircraft shall be equipped with suitable instruments and with navigation equipment appropriate to the route to be flown.

31.23 MINIMUM LEVELS: Except when necessary for take-off or landing, or except when specifically authorized by the appropriate authority, an IFR flight shall be flown at a level which is not below the minimum flight altitude established by the State whose territory is over flown, or, where no such minimum flight altitude has been established.

a) Over high terrain or in mountainous areas, at a level which is at least 600m (2000ft.) above the highest obstacle located within 8 km of the estimated position of the aircraft. b) Elsewhere than as specified in (a) above, at a level which is at least which 300m (1000 ft.) above the highest obstacle located within 8 km of the estimated position of the aircraft.

Note 1: The estimated position of the aircraft will take account of the navigational accuracy, which can be achieved, on the relevant route segment, having regard to navigational facilities available on the ground and in the aircraft. Page No 22 / 31 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No RULES OF THE AIR CHAPTER 31 Ammendment Date

Note 2: Also see 31.7

31.24 CHANGE FROM IFR FLIGHT TO VFR FLIGHT: An aircraft electing to change the conduct of its flight from compliance with the instrument flight rules to compliance with the visual flight rules shall, if a flight plan was submitted, notify the appropriate air traffic services unit specifically that the IFR flight is cancelled and communicate thereto to the changes to be made to its current flight plan.

When an aircraft operating under the instrument flight rules is flown in or encounters visual meteorological conditions it shall not cancel its IFR flight unless it is anticipated, and intended, that the flight will be continued for a reasonable period of time in uninterrupted visual meteorological conditions.

31.25 RULES APPLICABLE TO IFR FLIGHTS WITHIN CONTROLLED AIR-SPACE IFR flights shall comply with the provisions of para 3.6 of CAR Section 4, Series E, Part 1, when operated in controlled air- space.

An IFR flight operating in cruising flight in a controlled airspace shall be flown at a cruising level, or, if authorized to employ cruise techniques, between two levels or above a level, selected from:-

a) The tables of cruising levels in Appendix 2 to above CAR, or b) A modified table of cruising levels, when so prescribed in accordance with Appendix 2 for flight above FL 410, except that the correlation of levels to track prescribed there in shall not apply whenever otherwise indicated in air traffic control clearances or specified by the appropriate ATS authority is Aeronautical Information Publications. Page No 23 / 31 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No RULES OF THE AIR CHAPTER 31 Ammendment Date

31.26 RULES APPLICABLE TO IFR FLIGHTS OUTSIDE CONTROLLED AIRSPACE CRUISING LEVELS: An IFR flight operating in level cruising flight outside of controlled airspace shall be flown at a cruising level appropriate to its track as specified in:

a) The Tables of cruising levels in Appendix 2 to above CAR, except when otherwise specified by the appropriate ATS authority for flight at or below 900m (3000ft) above mean sea level: or b) A modified table of cruising levels, when so prescribed in accordance with Appendix 2, for flight above FL 410.

NOTE: This provision does not preclude the use of cruise climb techniques by aircraft in supersonic flight.

31.27 COMMUNICATION: An IFR flight, operating outside controlled airspace but within or into areas, or along routes, designated by the appropriate ATS authority in accordance with 31.18.1 (c) or (d) shall maintain a listening watch on the appropriate radio frequency and established two-way communication, as necessary, with the air traffic services unit providing flight information service.

31.28 POSITION REPORTS: An IFR flight operating outside controlled airspace and required by the appropriate ATS authority to:

a) Submit a flight plan. b) Maintain a listening watch on the appropriate radio frequency and established two-way Communication, as necessary, with the air traffic services unit providing flight information service. c) Shall report position as specified in 31.19.3 for controlled flights. NOTE : Aircraft electing to use the air traffic advisory service whilst operating IFR within specified advisory airspace are expected to comply with the provisions of 16.9, Page No 24 / 31 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No RULES OF THE AIR CHAPTER 31 Ammendment Date

except that the flight plan and changes thereto are not subjected to clearance and that two-way communication will be maintained with the unit providing the air traffic advisory service.

31.29 DISTRESS AND URGENCY SIGNALS

Note 1: None of the provisions in this section shall prevent the use, by an aircraft in distress of any means at its disposal to attract attention make known its position and obtain help.

Note 2: For full details of telecommunication transmission procedures for the distress and urgency signals see Annex 10, Volume II, Chapter 5.

Note 3: For details of the search and Rescue Visual Signals, see Annex 31.

31.29.1 DISTRESS SIGNALS : The following signals used either together or separately, mean that grave and imminent danger threatens and immediate assistance is requested:

a) A signal made by radiotelegraphy or by any other signaling method consisting of the group SOS. b) A signal sent by radiotelephony consisting of the spoken word MAY DAY. c) Rockets of shells throwing red lights, fired one at a time at short intervals. d) A parachute flare showing a red light.

Note:

3268 The radiotelegraph alarm signal consist of a series of twelve dashes sent in one minute, the duration of each dash being four seconds and the duration of the interval between consecutive dashes one second. It may be transmitted by hand but its transmission by means of an automatic instrument is recommended. Page No 25 / 31 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No RULES OF THE AIR CHAPTER 31 Ammendment Date

3270 The radiotelephone alarm signal consists of two substantially sinusoidal audio frequency tones transmitted alternately. One tone shall have a frequency of 2200 Hz and the other a frequency of 1300 Hz, the duration of each tone being 250 milliseconds.

3271 The radiotelephone alarm signal, when generated by automatic means, shall be sent continuously for a period of at least thirtyseconds but not exceeding one minute when generated by other means, the signal shall be sent as continuously as practicable over aperiod of approximately one minute.

31.29.2 URGENCY SIGNALS: The following signals used either together or separately, mean that an aircraft wishes to give notice of difficulties, which compel it to land without requiring immediate assistance.

a) The repeated switching on and off of the landing lights; or b) The repeated switching on and off of the navigation lights in such manner as to be distinct from flashing navigation lights.

The following signals used either together or separately, mean that an aircraft has a very urgent message to transmit concerning the safety of a ship, aircraft or other vehicle, or of some person on board or within sight.

a) A signal made by radiotelegraphy or by any other signaling method consisting of the group XXX. b) A signal sent by radiotelephony consisting of the spoken words PAN PAN. c) An urgency message sent via data link which transmits the intent of the words PAN PAN.

31.30 VISUAL SIGNALS USED TO WARN AN UNAUTIHORIZED AIRCRAFT FLYING IN, OR ABOUT TO ENTER A RESTRICTED, Page No 26 / 31 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No RULES OF THE AIR CHAPTER 31 Ammendment Date

PROHIBITED OR DANGER AREA: By day and by night, a series of projectiles discharged from the ground at intervals of 10 seconds, each showing, on bursting, red and green lights or stars will indicate to an unauthorized aircraft that it is flying in or about to enter a restricted, prohibited or danger area, and that the aircraft is to take such remedial action as may be necessary.

31.31 MARSHALLING SIGNALS

31.31.1 FROM A SIGNALMAN TO AN AIRCRAFT: These signals are designed for use by the signalman, with his hands illuminated as necessary to facilitate observation by the pilot, and facing the aircraft in a position forward of the left wing tip within view of the pilot.

The meaning of the relevant signals remains the same if batons, illuminated hands or torch-lights are held.

Prior to using the following signals, the signalman shall ascertain that the area within which an aircraft is to be guided is clear of objects, which the aircraft, might otherwise strike.

Note: The design of many aircraft is such that the path of the wing tips, engines and other extremities cannot always be monitored visually from the flight deck while the aircraft is being maneuvered on the ground.

31.32..2 FROM THE PILOT OF AN AIRCRAFT TO SIGNALMAN

a) These signals are designed for use by a pilot in his cockpit with hands plainly visible to the signalman, and illuminated as necessary to facilitate observation by the signalman. b) The aircraft engines are numbered in relation to the signalman facing the aircraft, from his right to his left (i.e No. I engine being the port outer engine.) Page No 27 / 31 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No RULES OF THE AIR CHAPTER 31 Ammendment Date

31.32.3 BRAKES

a) Brakes engaged: Raise arm and hand, with fingers extended, horizontally in front of face, then clench fist. b) Brakes released: Raise arm, with fist clenched, horizontally in front of face, then extended fingers. Note: The moment the fist is clenched or the fingers are extended indicates, respectively, the movement of brakes engagement or release.

31.32.4 CHOCKS

a) Insert chocks: Arms extended, palms outwards, move hands inwards to cross in front of face. b) Remove chocks: Hands crossed in front of face, palms outwards, move arms outwards.

31.32.5 READY TO START ENGINE (S): Raise the appropriate number of fingers on one hand indicating the number of the engine to be started.

31.33 SIGNALS FOR AERODROME TRAFFIC

31.33.1 LIGHT AND PYROTECHNIC SIGNALS : Instructions: light signals are directed from aerodrome control to aircraft concerned. Page No 28 / 31 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No RULES OF THE AIR CHAPTER 31 Ammendment Date

Acknowledgement by an aircraft

* Note: This signal should be expected on the base and final legs of the approach.

31.34 PROHIBITION OF LANDING: A horizontal red square panel with yellow diagonals when displayed in a signal area indicates that landings are prohibited and that the prohibition is liable to be prolonged.

31.35 NEED FOR SPECIAL PRECAUTIONS WHILE APPROACHING OR LANDING: A horizontal red square panel with one yellow diagonal when displayed in a signal area indicates that owing to the bad state of the maneuvering area, or for any other reason, special precautions must be observed in approaching to land or in landing. Page No 29 / 31 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No RULES OF THE AIR CHAPTER 31 Ammendment Date

31.36 USE OF RUNWAYS AND TAXI WAYS: A horizontal white dumb –bell when displayed in a signal area indicates that aircraft are required to land, take-off and taxi on runways and taxiways only.

The same horizontal white dumb-bell as above but with a black bar placed perpendicular to the shaft across each circular portion of the dumb-bell when displayed in a signal area indicates that aircraft are required to land and take off on runways only, but other maneuvers need not be confined to runways and taxiways.

31.37 CLOSED RUNWAYS OR TAXIWAYS: Crosses of a signal contrasting color, yellow or white displayed horizontally on runways and taxiways or parts thereof indicate an area unfit for movement of aircraft.

31.38 DIRECTIONS FOR LANDING OR TAKE OFF: A horizontal white or orange landing T indicates the direction to be used by aircraft for landing and take-off, which shall be in a direction parallel to the shaft of the T towards the cross arm.

NOTE: When used at night, the landing T is either illuminated or outlined in white colored lights.

A set of two digits displayed vertically at or near the aerodrome indicates to aircraft on the maneuvering area the direction for take-off expressed in units of 10 degree to the nearest 10 degrees of the magnetic compass.

31.39 RIGHT HAND TRAFFIC: When displayed in a signal area, or horizontally at the end of the runway or strip in use, a right hand arrow of conspicuous color indicates that the turns are to be made to the right before landing and after take-off.

31.40 AIR TRAFFIC SERVICES REPORTING OFFICE: The letter C displayed vertically in black against the yellow background Page No 30 / 31 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No RULES OF THE AIR CHAPTER 31 Ammendment Date

indicates the location of the Air Traffic Services reporting office.

31.41 GLIDER FLIGHTS IN OPERATION: A double white cross- displayed horizontally in the signal area indicates that the aerodrome is being used by the gliders and that glider flights are being performed. Page No 31 / 31 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No RULES OF THE AIR CHAPTER 31 Ammendment Date

Intentionally Left Blank Page No 1 / 25 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No OFF- SHORE OPERATIONS CHAPTER 32 Ammendment Date

32.1 CARRIAGE OF ADDITIONAL EQUIPMENT AND FITMENT: Helicopters on off-shore mission will carry:

a) One life jacket for each member of crew and passenger b) Adequate number of dinghies to cater for crew and passengers. c) Emergency floatation gear. d) Emergency locator transmitters/ locator beacons. e) Any other equipment if required.

Pilots are to be thoroughly conversant with the contents and operation of all such equipment as detailed in the Flight Manual and relevant aircraft type Operating Procedures.

32.2 PASSENGER BRIEFING: Before takeoff from the Helibase, Port Blair Base and Lakshadweep passengers will be thoroughly briefed by Audio/Visual means on use of life saving equipment like life jackets, dinghies and the procedure for abandoning the helicopter. This will be supplemented by printed cards for use of each passenger containing a diagram and method of operating emergency exits and instructions necessary for use of emergency equipment. These cards will be carried in the aircraft in location convenient for use of each passenger.

In case the helicopter is not switched off on the rigs, the user agency will be advised to brief the returning passengers with the help of printed cards and/ or video.

32.3 WEARING OF LIFE JACKETS: Wearing of life jackets by all occupants of Helicopter is mandatory while flying over sea.

32.4 PERFORMANCE AND EMERGENCIES: For safe conduct of off-shore operation, pilots will be familiar with and abide by the performance standards and emergency procedures as given in the flight manual with special attention to maximum AUW and the take-off and landing techniques. Page No 2 / 25 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No OFF- SHORE OPERATIONS CHAPTER 32 Ammendment Date

32.5 STANDARD OPERATING PROCEDURES: Off- shore operation will be carried out strictly in accordance with the SOPs established for the respective operation. The SOPs will cover in detail the route reporting points, altitudes, alternates, RT procedures and emergency procedures.

32.6 FUEL PLANNING: Fuel planning during off-shore operations assumes greater importance because some of the conditions as given below may prevent a helicopter from landing on the oilrigs. Following will be considered while planning fuel.

32.7 NAVIGATION FACILITIES : Before offshore operations are undertaken the following will be ensured:

a) The point of departure and alternate is served by an operational NDB / VOR with complementary airborne equipment. b) The off-shore oil rigs and floating vessel should also have an operating NDB of adequate power output to give a minimum range of 50nm for helicopters flying at 1000ft ASL, Any NDB remaining unserviceable up to one week due to maintenance requirements may be acceptable depending on other considerations like proximity of other rigs with serviceable NDB and use of weather radar for location finding. c) VHF and HF frequencies.

32.8 SELECTION OF ALTERNATE: Flight planning for off-shore operations will include selection of land-based alternates to facilitate an engine inoperative landing or any other critical emergency.

32.9 NIGHT OPERATIONS: Night operations to off-shore oilrigs can be undertaken in extreme emergent life saving missions. Page No 3 / 25 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No OFF- SHORE OPERATIONS CHAPTER 32 Ammendment Date

a) The air crew should be instruments rated and their licenses endorsed for night operations and meet the currency requirement of five take offs and landings during the preceding six months in case passengers are carried. Pilots should be subjected to route checks in case such operations are undertaken on regular basis b) The point of departure and alternate should have lighting facilities and communications.

32.10 OFF-SHORE INSTALLATIONS: There are wide variety of offshore installations to which Company aircraft may be required to operate such as Fixed Platforms, Jack Up Drilling Rigs, Semi-Submersible Drilling Rigs, Drilling Ships, Support Barges and other types of floating vessels. Many of the foregoing were constructed and brought into service before current recommended standards for the construction of off- shore structures and installations were drawn up. Consequently, for one reason or another, many of these are unacceptable for operations by Company aircraft when the current recommendations are applied. The current standards have been taken into account in the ensuing paragraphs.

Where a flight deck does not meet the recommended standards,the DGM (Ops) is to place restrictions on maximum AUW for operating from such Helideck.

32.11 FLIGHT DECK CRITERIA The International Standards and Recommended Practice for Aerodromes vide Annex 14 recommends that Helidecks should be designed sufficiently large to contain a circle, whose diameter “D” is equal to the overall length of the helicopter type operated measured across the main and tail rotors in a fore and aft line. Page No 4 / 25 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No OFF- SHORE OPERATIONS CHAPTER 32 Ammendment Date

32.12 FLIGHT DECK OBSTRUCTIONS: The recommendations governing the positioning of obstacles in the vicinity of flight decks are complex and variable, depending on the type of aircraft operated. Minimum clearances from obstructions are measured from the outboard edge of the flight deck towards the direction of the body of the structure.

Additionally, an approach, overshoot and take-off sector should be kept clear of all obstructions. This clear sector, which should extend for 1000 m, may be defined as an arc of 210 Degree drawn from a point on the periphery of the “D” sized flight deck and totally including that deck. Where a flight deck is larger than the circle ‘D’ in order to correctly assess whether an obstruction free arc of 210 degree is available, calculation should be made by abutting the circle ‘D’ to the outboard edge of the deck.

Within the 210 sector including area only the following essential items should exceed the level of the landing area and these should not do so by more than 25 meters.

a. Guttering or kerb associated with drainage for fuel spills. b. Lighting. c. The outboard edge of the safety net. d. Handrails and other items such as foam monitors associated with the landing area and are incapable of complete retraction or lowering for helicopter operations.

Within the remaining 150o sector the portion close to the landing area and located within 0.83 ‘D’ of the center of the minimum size deck no objects should exceed deck level by more than 0.05 ‘D’ in height.

32.14 FLIGHT DECK LIGHTING: The flight deck perimeter should be illuminated by electric lights, each of 25 candles as Page No 5 / 25 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No OFF- SHORE OPERATIONS CHAPTER 32 Ammendment Date

intensity, spaced at intervals of 3 meters. Standard color systems are yellow or alternate yellow and blue. Experience has shown however that for a circular deck, two semi-circles of red and blue respectively provides a vastly superior perspective for night landings. Floodlights, so arranged as to avoid dazzling the pilot, should be provided. All obstructions should be marked with hazard lights.

32.15 FLIGHT DECK WIND INDICATOR: Some indication of wind direction and strength should be provided so as to be visible by day or night, but which conforms to the obstruction clearances.

32.16 FLIGHT DECK STRENGTH REQUIREMENTS: The helicopter landing area shall be designed to withstand all stresses that result from an helicopter landing and should cover an emergency landing for dynamic loading. All Heli decks have indication marking for MAUW. Each structural element must be designed to carry the point load of half the maximum take-off weight on each of two skids or wheels at the specified undercarriage canters applied simultaneously in any position on the platform deck.

32.17 FLIGHT DECK SURFACE: The flight deck surface must be completely free of any projection, wooden decks should be treated with a fire resistant compound and steel decks with kerosene resisting non-skid paint.

A net should be fitted on decks of unstable rigs and vessels to accommodate helicopters with wheeled undercarriages; the net should be of 20 mm sisal with a minimum mesh of 200 mm and should be secured every 1.5 meters round the flight deck perimeter and tensioned to at least 500 Ibs.

Skid equipped aircraft without anti-fouling shoes should avoid using netted decks. Page No 6 / 25 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No OFF- SHORE OPERATIONS CHAPTER 32 Ammendment Date

32.18 TIE DOWN POINTS: Company helicopters should, in general, avoid prolonged shut downs on unattended flight decks. Where operational requirements demand otherwise, the deck should be equipped with adequately strong and sufficient tie down points. Tie down points should have a breaking strain of 12,000 Ibs.

32.19 FLIGHT DECK POISTIONING: To avoid interrupted services, clients should be advised that, whenever possible, the flight deck should be orientated such that the clear area will allow take-offs and landings in the direction of the strongest prevailing winds.

32.20 GAS TURBINE HAZARDS: Pilots should be aware that many offshore installations are equipped with gas turbine generators and compressors, whose exhaust fumes, may cause an increase in air temperature with associated turbulence and have a detrimental effect on helicopter aerodynamic and engine performance. Special care must be exercised to avoid penetrating such exhaust fumes.

32.21 FLIGHT DECK CRASH AND FIRE FIGHTING EQUIPMENT: It is normally the client’s or barge operator’s responsibility to provide an adequate scale of crash and fire-fighting equipment and personnel suitability trained in the use of the equipment. When assessing the suitability of an offshore location for the Company’s operation, the Chief Pilot is to satisfy himself that the operator is apprised of the Company’s requirements and that adequate cover is provided.

32.22 RESPONSIBILITIES DURING NORMAL & ROTORS RUNNING TURNAROUNDS: In order that the client’s requirements can be met as expediently as possible, the assistance of client personnel HLOs is required for helicopter operations and in particular when rotors running turnarounds are carried out at offshore locations. In particular for rotor running Page No 7 / 25 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No OFF- SHORE OPERATIONS CHAPTER 32 Ammendment Date

turnarounds the pilot cannot directly supervise control over loading and unloading of passengers and freight. Authorized HLOs are to perform duties in the following sequence.

32.23 UNLOADING / LOADING SEQUENCE: These duties are to be performed in conjunction with the detailed loading instructions as outlined in the Operations Manuals by HLO/ Helideck In-charge.

Prior to arrival of aircraft

a) Thirty minutes before helicopter ETA. i) Receive Radio Operator’s advice on the details of helicopter ETA (Estimated time to arrival), incoming load, and fuel requirements. ii) Ensure deck area is clear of obstructions and loose articles (including absence of gas or flammable substances). iii) Advise Radio operator of present weather, boats in the area, helideck status (clear or not) iv) Check availability of fire/crash equipment. v) Check landing net (if required) is secure. vi) Fire team and helideck helpers are alerted and standby. vii) Ensure manifest is correctly prepared. viii) Ensure passengers/deck crew are warned of aircraft ETA and are briefed on procedures to be followed. ix) Ensure that all passengers /deck crew are briefed as to which helideck access point is to be used. Page No 8 / 25 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No OFF- SHORE OPERATIONS CHAPTER 32 Ammendment Date

b) Fifteen Minutes (Helicopter approx 30 Mile) Pilots advise last position report and receivers rig status, weather update and outgoing passenger details. Pilots also advice type of turnaround: i) Rotors turning refuel; ii) Shutdown; iii) Co-pilot assisted rotors turning Pax. Transfer; or iv) Shutdown-no refuel.

c) Ten minutes. i) Prepare to stop any crane operation that might obstruct or hazard the helicopter landing area, and area of approach and overshoot. ii) Deploy fire equipment, prepare fire team and unlock crash boxes (if locking type installed); iii) Restrict access to helideck; iv) If fuel is required, ensure the fuel sample record sheet or sample taking equipment is available; v) Ensure stand-by vessel (if required) has been informed.

d) Five minutes (Approx 10nm) Helicopter Report ’10 miles’ RO or HLO respond by acknowledging and giving updated weather, deck conditions.

32.23.1 After Arrival of Aircraft

a) Ensure red flashing light has been switched off. b) Approach helicopter in view of the pilot. c) Hand passenger and load manifest to Captain and await confirmation of his acceptance. d) Open aircraft doors (in case of MI-172 the flight Page No 9 / 25 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No OFF- SHORE OPERATIONS CHAPTER 32 Ammendment Date

attendant will open and close door) to allow disembarkation of passengers ensuring that no person proceeds rearwards unless accompanied by the HLO and then only to remove personal baggage from the tail compartment. e) Signal the deck crew to assist with freight unloading/loading where applicable. f) Signal embarking passengers to approach the aircraft in full view of captain. g) Supervise loading and redistribution, where necessary, of passengers and baggage. h) Ensure all passengers have seat belts and life jackets correctly fastened and that one, preferably English-speaking, wears the headset provided. j) Close all doors and hatches and check. k) Exchange thumbs-up signals with pilot before departing the helideck. See sub-para a (ii) below. l) Ensure the HLO is the last person to leave the deck.

32.24 PILOT/HLO VISUAL SIGNALS: The following signals are to be used by pilots and HLO’s with meanings as defined.

a) Clenched fist with thumb raised vertically upwards Origin Meaning:- (i) Scheduler to Pilot:- Loading is complete. I am the last person to leave the deck. The deck surface is unobstructed. (ii) Pilot to scheduler:- I acknowledge your signal. I am satisfied with the loading. I am about to take- off. b) Clenched fist with thumb pointing vertically downwards origin meaning from either party- all is not in order. Take-off is not to be attempted. Page No 10 / 25 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No OFF- SHORE OPERATIONS CHAPTER 32 Ammendment Date

In this case, subject to the flashing light rule the Scheduler should return to the aircraft, advise the pilot of any discrepancy or ascertain from the pilot any problem he may have, so that it may be rectified. Before takeoff is attempted, thumbs-up signals must be exchanged.

32.25 AIRCRAFT START UP PROCEDURES WHEN SHUT DOWN ON OFFSHORE LOCATIONS. Normally, all passengers will board the aircraft prior to starting engines. The scheduler should ensure that all passengers have seat belts and life jackets correctly fastened.

A fireman should normally be in attendance for all engine starts.

The pilot will inform the Scheduler which engine he will start first. The scheduler will then ensure that:

1. The firemen are positioned by the engine, or manning an appropriate fire stations. 2. The cabin door next to the engine being started is closed. 3. The other cabin door is open.

When the pilot has successfully started the first engine he will give the Scheduler a thumbs-up sign. Prior to starting the second engine the scheduler will repeat the process in the above paragraph.

After the second engine has been started the Scheduler will ensure that:-

1. All Cabin doors are securely closed. 2. The firemen have left the helideck. 3. Exchange thump-up signal with pilot to certify deck is clear for take-off. Page No 11 / 25 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No OFF- SHORE OPERATIONS CHAPTER 32 Ammendment Date

32.26 WEIGHING EQUIPMENT: A load manifest is required to support any person or item uplifted for carriage. Each offshore installation should have certified platform scales of 2,000 Lbs capacity. Where such scales are not provided, pilots are to calculate the uplift allowing 200 Lbs per passenger with baggage. Freight is to be separately assessed.

32.27 FIRE HAZARDS - SHUTDOWN: Any diesel exhausts or heater outlets or drilling rigs, which are not adequately guarded against the emission of sparks or hot particles, are not acceptable. Such emissions can settle on or inside a parked helicopter with catastrophic results.

Pilots must physically check all exhausts and outlets and, until adequate provision has been made to safeguard the aircraft, prolonged shutdowns shall not be permitted on board drilling rigs unless the aircraft is kept under constant supervision.

Notwithstanding any safeguards, pilots shall ensure that all doors and windows are closed before leaving the helicopter unattended.

32.28 OPERATIONS TO UNSTABLE HELIDECKS: The flight deck of any offshore installation, which is floating, is to be regarded as unstable. The Training Manual outlines the procedures for landing and taking off from such decks. A landing is not to be attempted under normal operations when the movement of the deck exceeds the pitch and roll limitations of the aircraft type.

32.29 DRILLING RIG MOVES: No landings are to be made onto jack-up type drilling rigs whilst jacking is in progress. When under tow or in an intermediate jacked positions the approval of the operator must be obtained before attempting a landing. In all cases, pilots must exercise extreme caution before undertaking such a landing and, in Page No 12 / 25 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No OFF- SHORE OPERATIONS CHAPTER 32 Ammendment Date

the case of a shut down, pay proper regard to the actual and forecast weather and sea state.

32.30 SULPHIDATION IN TURBINE ENGINES: The sulphur content of aviation turbine fuel can react with salt laden air passing through a gas turbine engine and result in erosion of the turbine blade material with subsequent loss of engine power.

This will eventually lead to expensive engine repairs and unnecessary down time.

To delay sulphidation in engines of helicopters involved in offshore operations, the following will be adhered to:

1. The Engineer will ensure that daily compressor washes are carried out in accordance with current engineering instructions. 2. Compatible with flight safety and the operational situation, it is recommended that helicopters flying offshore should be flown at heights not less than 1000’ AMSL, on this matter pilots are reminded of the standard operating heights.

32.31 LANDING CLERANCE: No landings are to be made on offshore installations without clearance from the appropriate installation radio room.

32.32 SHUTDOWNS ON OFFSHORE INSTALLATIONS: Pilots are to obey the standing safely instructions as published on offshore installations, starting up an aircraft during a gas alarm is strictly forbidden - if an alarm occurs before shutting down the engines, ensure all passengers are clear, take off and proceed upwind to await further instructions from the installation control room.

32.33 FLARE STACKS: Pilots are not to fly any closer than necessary to flare stacks, whether cold or burning, and never Page No 13 / 25 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No OFF- SHORE OPERATIONS CHAPTER 32 Ammendment Date

downwind of any flares at such a range that they could not escape the effects of spontaneous discharge.

32.34 OFFSHORE OPERATION TECHNIQUES: Due to the considerable number of variables associated with offshore take-offs and landings, each take-off and landing may require a slightly different profile. Aircraft weight, wind speed, turbulence, deck size, deck elevation and orientation, obstructions. Power margins, platform gas turbine exhaust plumes, etc. will influence both the take-off and landing. The following profiles are for the ideal case and the commander must adjust them to each situation.

32.35.1 RIG LANDING: The direction of the approach will be dictated by the need for a clear go-around flight path, the visibility and cloud base.

In deciding the FP for helideck landings, the Commander must take into account the direction of landing, crosswind components, cross-cockpit landing difficulties, the level of experience of the P2, the degree of handling skill involved, deck landing regency and visual monitoring of significant obstacles. Where a sideways landing will be required, the pilot on that side of the cockpit that has the maximum visibility should normally carry it out. Approaches should be flown, as far as practicable, with the landing point and significant obstructions remaining in the full view of both pilots taking into account crosswind limitations and controllability. Cross- cockpit landing will not normally be carried out.

The NFP will obtain the final “deck clear” from the HLO/RO prior to landing, but preferably not more than 2 minutes out.

Fly a circuit so that the helicopter is on finals at approximately 1nm from the rig, lined up with the helideck, facing into wind at 500ft rad. alt. When rolling out on finals Page No 14 / 25 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No OFF- SHORE OPERATIONS CHAPTER 32 Ammendment Date

reduce to 60 kts (ground speed) and aim, for a 3-degree glide slope. This is when the helideck appears to be 3-4 times as wide as it is deep.

When passing 3-400ft Radio altitude., depending on wind, start reducing speed slowly to end up 40-50kts short of the helideck and 40ft above the deck level with the a speed of 35kts ground speed or less. Plan the approach so that it does not become necessary to use excessive nose high altitude to slow down. Rotor tip clearance from the platform edge should be maintained until the aircraft approaches this position. From this point continue towards the landing area lined up with the outer edge of the helideck.

The FP crosses the deck at a 40ft hover and starts to descend. When the FP considers that, in the event of an engine failure, the safest option is to continue to the deck the FP should call “Decision”.

Cross the deck edge maintaining the line up with the reference circle to end up in a 5ft hover on the circle.

If at any stage during the landing, the FP or NFP become unsure of the helicopters clearance from obstacles, or that the clearance have been reduced below a safe margin, a missed approach is to be executed.

After landing switch off the anti-collision lights to indicate when the helicopter may be approached by the HLO.

32.35.2 RIG TAKE OFF: The take- off should be made so that the helicopter moves from the hover into forward flight in a continuous movement. If the maneuver is too dynamic, the FP risks losing the visual cues in the event of a rejected take-off, particularly at night. If a slow transition to forward flight is made, then the helicopter is exposed to a slightly increased risk of contacting the deck edge in the event of an engine failure at or just the point of cyclic input (TDP). Page No 15 / 25 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No OFF- SHORE OPERATIONS CHAPTER 32 Ammendment Date

The TDP is an important parameter in the take-off profile. Any lowering of the ideal TDP will result in a reduced deck edge clearance in the event of an engine failure being recognized at or just after TDP. Any raising of the TDP will result in possible loss or visual cues, or a hard landing in the event of an engine failure just prior to TDP. In order to obtain the maximum performance in the event of an engine failure being recognized at or just after TDP, the TDP must be at its optimum value, while maintaining the necessary visual cues.

If an engine failure is recognized when operating at a low weight, just before TDP, then the helicopter may “balloon” a significant height before the rejected take-off actions have taken effect. It is, therefore, important that the Flying Pilot (FP) selects a lateral visual marker and maintains it until the TDP, is achieved, particularly on decks with few visual cues. In the event of a rejected take-off, the lateral marker will be a vital visual cue in assisting the pilot to carry out a successful landing.

Any take-off heading which causes the helicopter to fly over obstructions below and beyond the deck edge should be avoided if possible. Therefore, the final take-off heading and position will be a compromise between the take-off path for least obstructions, relative wind, turbulence and lateral marker cue considerations.

When ready to lift, a pre-Lift off call should be given on the rig frequency, or appropriate ATC frequency.

Lift the helicopter into a 5ft hover over the reference circle. The correct position for take- off is with the cockpit approximately 5m from the deck edge. Do not move backwards behind the forward arc of the circle.

A power margin of 15% must be available in the hover to ensure adequate tail rotor to deck edge clearance in the case of an engine failure after TDP. Page No 16 / 25 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No OFF- SHORE OPERATIONS CHAPTER 32 Ammendment Date

The FP states ‘taking off’ when initiating the take-off.

The FP initiates a vertical climb by pulling the collective to take-off power.

When applying power on take-off from the rig the NFP shall keep his eyes inside the cockpit. The FP shall maintain visual contact with the helideck to ensure a straight vertical climb. At 20 feet on the radar altimeter; the NFP shall call “twenty”. This is an advisory call, but should occur at about the same time that the FP loses sight of the helideck. The FP shall maintain visual contact with the helideck to ensure a straight vertical climb to avoid drifting before the cyclic input. If conditions dictate, the FP may choose to go higher than 20 feet before making the cyclic input. The FP makes the decision to continue by moving the cycling smoothly forward so as to obtain approximately a 10 degree nose down attitude and calling ‘decision’ (TOP).

If at any time during the lift-off the FP loses visual reference to the helideck, a decision to go shall be made, and transition to forward shall be started immediately.

The FP will call “gear up” (where applicable) when clear of the rig or ship.

Maintain the nose down attitude (maximum 10 degrees) until the speed increases to (VTOSS), and then gradually raise the nose of the helicopter to obtain Vy, which is the standard climb speed. The FP calls “after take-off checklist” and sets climb power.

If the take-off path is obstructed, for example when the derrick is upwind of the helideck, the take-off should be as follows

a. With a wind speed of 20kts. or less, maintain a 5ft hover, turn the helicopter so as to obtain a clear take-off path and carry out a normal take-off. Page No 17 / 25 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No OFF- SHORE OPERATIONS CHAPTER 32 Ammendment Date

b. With a wind speeds in excess of 20 kts., a sideways take-off should be made. Move the helicopter sideways, while in a hover, to a position closer to the deck edge. Perform a normal lift-off to 20 feet. At TDP, the FP will tilt the helicopter sideways to approximately 10 degrees of bank to clear the obstructions calling “decision”. When clear, level the helicopter and lower the nose to approximately 10 degrees nose down to transition into forward flight.

Follow the procedure for a normal deck take-off.

32.35.3 MISSED APPROACH PROCEDURE: If visual references are lost at low level and with low airspeed, during the final stages of an approach, a missed approach is to be initiated immediately, assuming that the helicopter is on a pre- selected clear overshoot path.

a) FP calls “Pulling up” and simultaneously increases to full take-off power and initiating a climb while turning 60 degrees away from the rig. The trim release should not be used during this phase. Once VTOSS has been achieved, follow the normal climb out procedure. When clear of the rig call “gear up”. b) NFP acknowledges the “Pulling up” call. During this initial climb the NFP is to monitor the flight instruments (VSI, ASI, Altimeters), engine and torque indications giving periodic advice to FP.

32.35.4 LANDING ON BOARD LARGE VESSELS: The limiting factors for operations on a moving helideck are:

a) Helideck pitch and roll. b) Average heave rate. c) Pilot references during landing. Page No 18 / 25 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No OFF- SHORE OPERATIONS CHAPTER 32 Ammendment Date

32.36 DEFINITIONS: Helideck pitch and roll: values are given in degrees from the level attitude.

Maximum heave (helideck movement): is measured from the top to bottom on the movement curve.

Average heave rate is the average speed of the helideck between top and bottom.

Heave period: is the time between two heaves tops. Half of this period is used for calculations together with maximum heave to find the average heave rate.

A “calm period”: is a period when the helideck movement is within limits.

32.37 PLANNING: Pilots should calculate the average heave rate by dividing the maximum heave by half of the period (or divided by 5 if no reported period). Some new presentation systems may not give the correct average heave rate. Pilots should disregard the reported heave rate and perform the calculation as described above.

Vessels, which are free to move, shall be requested to alter course and speed to minimize helideck movement and to improve visual references for the flying pilot.

Flying planning shall be based on maximum values over 10 minutes if the vessel is equipped with modern measuring equipment. If this is not available, values representing the actual helideck movement shall be used. When maximum values used for planning exceeds the landing limitations, the commander must evaluate if “calm periods” of minimum 30 seconds duration are present.

32.38 LANDING: Generally a 30 second period with the helideck movement within the landing limitations (calm period) is sufficient for landing on a moving helideck. Modern measuring equipment is capable of indicating such periods. Page No 19 / 25 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No OFF- SHORE OPERATIONS CHAPTER 32 Ammendment Date

During approach, when conditions dictate, the HLO shall be requested to constantly update the commander on critical helideck movements. While waiting for a “calm period”, establish a stable hover over the sea with visual references to the superstructure or sea (do not follow the helideck), and look for incoming waves. Landing limitations are not valid while on the deck.

Night landings shall be performed in a manner to keep the superstructure of the vessel visible to the pilot. A 45-degree split between the approach path and the centre line of the vessel is recommended.

32.39 TAKE –OFF: The take-off shall be performed with a decision to fly when lifting from the helideck. Pausing in the hover is not allowed as unpredictable helideck movement may create a hazard.

The helicopter shall be lifted light on the wheels, and when the helideck is on top of the wave, a take-off without the normal stop in the hover shall be performed.

32.40 NIGHT OFFSHORE TAKEOFF PROCEDURES: All flights offshore at night including inter-rig flights are to be conducted under IFR. Night takeoffs and departures from helidecks are to be instrument takeoffs.

During night training flights only when circuiting to the same Helideck, IFR departure and approach procedures may be dispensed with provided the visibility is equal to or greater than the minimum laid down. In these circumstances, the circuit shall be flown at a minimum altitude of 700 feet. The Captain shall fly the aircraft by sole reference to the instruments until established on a minimum 500 foot straight in final. The co-pilot shall provide advice for visual positioning, within the circuit.

For all take-offs a straight ahead climb shall be maintained Page No 20 / 25 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No OFF- SHORE OPERATIONS CHAPTER 32 Ammendment Date

until a minimum of 500 feet prior to turning into a circuit if training or onto the departure track if IFR.

All approaches shall be arranged such that any base or procedure turns are complete prior to descending below 500 feet.

32.41 AIRCRAFT DITCHING PROCEDURE: Ditching procedure laid down in the respective FCOM/FCTM shall be adhered to. The following are general guidelines:

32.41.1 DITCHING PROCEDURE REVIEW: Communicate on any available frequency your intention.

32.41.2 PLAIN WATER LANDING

a) Evaluate sea and wind conditions. b) Determine best ditching heading. c) PREPARE PASSNEGER AND CABIN. d) Store and secure loose items. e) Brief passengers. f) Ensure life jackets are worn by passengers. g) Turn lights up to maximum intensity. h) Locate life rafts and survival equipments.

32.41.3 PREPARE COCKPIT

a) Secure cockpit items. b) Keep cockpit door in open position. Don life jacket. c) Secure seat belt and shoulder harness. d) Secure flash lights. e) Discuss duties and exit route with crew.

32.41.4 DITCHING

a) Dump fuel where a provision exists. b) Set heading bug to ditching heading. c) Silence gear warning system. Page No 21 / 25 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No OFF- SHORE OPERATIONS CHAPTER 32 Ammendment Date

d) Hold minimum speed for wind condition. e) Maintain control as long as possible. f) After ditching evacuate.

32.41.5 WIND SPEED AND DIRECTION

Wind Speed Appearance of Sea Light Wind ripple of scaly appearance. 5 Kts Very small waves 5-10 Kts Small waves with foam crests & white caps 10-15 Kts Larger waves with more frequent white caps 15-30 Kts Medium size waves with long foam crests. Above 30 Kts Larger waves with white foam blowing.

32.41.6 CONDITIONS OF SEA: An understanding of the complex movement of the sea surface is perhaps the most important single factor to be considered during a ditching.

32.41.7 SWELL: This is movement if the sea resulting from the post wind action, sometimes: originating from a considerable distance, a swell may be distorted by nearby land masses or other sea currents but since it is, in effect, the aftermath of past wind disturbances. A heavy swell can exist in conditions of zero wind.

32.41.8 WAVES: When the wind is strong enough a secondary system of waves get superimposed on the predominant movement or primary swell.

32.41.9 CHOICE OF LANDING DIRECTION: In a calm sea the touchdown should be made into wind. A ditching into the face of a big swell will bring with it violent deceleration and must never be attempted. The aim is to land parallel with the swell on crest picking the direction that is most into the wind. Page No 22 / 25 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No OFF- SHORE OPERATIONS CHAPTER 32 Ammendment Date

When the wind speed is above 20 kts the wind becomes increasingly important and it will be difficult or impossible to contain the drift. Selecting an approach and ditching directions as a compromise between the two factors best deal with the problem. i.e. head towards the wind and land across the tops of the swell while avoiding the rising faces.

Above 30 kts the wind is predominant. In a high wind of this kind the swell will be shorter and the sea is likely to be broken in to pronounced secondary system that cannot be ignored. A ditching must then be made into the wind and down the back of a clearly defined wave.

32.41.10 TECHNIQUE FOR ALIGHTING IN WATER: This is the problem of controlling the variable of heading, speed, rate of sink, touch down area and aircraft attitude at point of entry. In the final stages the aircraft will be at the lowest safe approach speed and in a gentle descent.

DO NOT stall or drop the aircraft into water from a height. The human frame is not good at absorbing vertical forces and in any case the more deeply an aircraft enters the water on touch down, the greater will be the deceleration.

DO NOT hold the nose of too high. The tail will strike the water, force down the nose and cause the aircraft to dive/ yaw.

DO NOT attempt a ditching at high speed. The aircraft will bounce off the water and the second arrival may be out of control.

In case the tail hitting the water first the helicopter bound to swing possibly in the direction of rising swell or a large wave.

DO NOT fly into the face of a large wave or rising swell. This is the biggest single hazard during the actual ditching. Page No 23 / 25 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No OFF- SHORE OPERATIONS CHAPTER 32 Ammendment Date

32.41.11 ENTERING THE LIFE RAFT: Never jump from an aircraft into a rubber dinghy or life raft, it could be damaged beyond repair. When it has inflated in the inverted position follow the instruction for righting and boarding. Crew are warned to swim or paddle away from the aircraft before it sinks, this is to avoid the risk of damage to the dinghy or personal injury though being caught by part of the sinking structure.

32.42 SURVIVAL AT SEA: Should it be necessary to ditch in the open sea, away from the usual shipping lanes sometime may elapse before rescue. The steps that can be taken to help search and rescue will depend upon the scale of equipment carried in the life raft in this situation the problem is of attracting the attention of any ship or aircraft likely to be within visual distance and of safeguarding the physical condition of the survivors.

32.43 SIGNALLING: Pyrotechnics will be limited, therefore save them until a ship or aircraft is seen. When lighted they must be kept well away from the life raft and the body. When an “aircraft appears to be looking for survivors, or it is likely to fly nearby, use the Sea Marker Dye to attract attention. A small pocket mirror can make an effective signaling device when used in conjunction with the sun.

32.44 WATER: For survival water is more important than food and in temperate climates a man requires between two and eight ounces a day, in higher temperature considerably more. Possible sources of water are rain and sea water treated with desalination tablets. Much can be done to conserve body fluid and so reduce the water requirement. Prevent sweating in hot climates. Reduce, or better still, quit smoking.

32.45 FOOD: When there is little water, eat lightly. A lot of body fluid is absorbed by protein (egg, fish, sea birds, etc.). Possible sources of food are all sea birds, fish. The following type of fish are poisonous: brightly colored fish, fish that ‘puff up’, fish with human looking teeth or mouth resembling that of a parrot, fish covered with spikes or bristles.

32.46 FISHING: In the absence of bait a small piece of cloth may be used. Red is the best color. Small fish are habitual dinghy followers and they Page No 24 / 25 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No OFF- SHORE OPERATIONS CHAPTER 32 Ammendment Date

may often be caught with a small make shift net. A fishing line can cut the hands. Use something for a reel or a handle and never attach the line to the life raft or dinghy. Save bits of a pervious catch for future bait. Night fishing with the aid of a light can be very successful.

In areas where sharks, swords fish or other dangerous fish are indigenous wait until nightfall before throwing overboard waste food or body waste. When dangerous fish are in evidence, stop fishing immediately, remain quiet, keep clothing on and never trails hands or feet in the water. An attack is then unlikely.

Should a dangerous fish appear before the survivors have boarded the dinghy or life raft form an outward facing circle then beat the water vigorously and in unison.

32.47 KEEPING WARM: Keep the hands warm by placing under armpits or between thighs. Conserve body heat by keeping close together.

32.48 KEEPING COOL: Dip clothing in the sea wring out and put on again until dry, then repeat the process. Ensure that all clothing is dry by nightfall; prevent salt sores by brushing off dry salt which will have accumulated on the body.

32.49 MEDICAL CARE: When there is a lot of sun, take care not to expose the body needlessly, and use anti-sunburn cream, if available. Prevent sore eyes by wearing sunglasses or using a makeshift eye shield. Avoid seasickness by keeping occupied. Prevent sore feet by keeping the floor of the dinghy or life raft dry. Treat “Immersion Foot” by removing footwear, drying and wrapping the feet loosely with dry cloth and exercising the toes and feet. Avoid general body stiffness by carrying out mild exercise while sitting.

32.50 HUET TRAINING : This training is compulsory for all aircrew (once in three years) operating offshore flights. Page No 25 / 25 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No OFF- SHORE OPERATIONS CHAPTER 32 Ammendment Date

Intentionally Left Blank Page No 1 / 8 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No HELIPADS AND LANDIING AREA CHAPTER 33 Ammendment REQUIREMENTS Date

33.1 UNLICENSED LANDING SITES: HELIPADS/ HELIPORTS

33.1.1 GENERAL : The majority of helicopter operations takes place at unlicensed landing sites; that is; sites which are not inspected and therefore not approved by regulatory authorities.

This section lays down the company policy in order to provide a self-control and supervision for operations at ‘unlicensed landing sites.

Unlicensed Landing Sites fall into the following categories

a) Those operated to regularly, details of which may be included in the Operations Manual. Such landing sites would include offshore installations, heliport and landing pads. DGM (OPS) WR/NR or an Examiner/Instructor will carry out survey of these sites, b) Those operated to regularly, over a short period of time by more than one pilot. Such landing sites would be used for general charter work for specific tasks, e.g. under-slung loads, seismic. In order to provide information, the pilot doing trial landing will prepare a site plan which would be passed on to other pilots required to operate to that site for the first time. Such a site plan and diagram would contains:- i) Name of Site and Altitude. ii) Latitude, Longitude & Map No. iii) Magnetic North. iv) Clear approach paths. v) Obstruction (Wires, aerials, rocks, soft ground etc.) vi) Measurements and type of surface of clear area (FATO etc), slope and safety area. Page No 2 / 8 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No HELIPADS AND LANDIING AREA CHAPTER 33 Ammendment REQUIREMENTS Date

vii) Date of inspection. Viii) Availability of Safety Services including wind sock. ix) Security of site. x) Availability of First Aid / Ambulance / hospital etc, Fire Fighting for type of helicopter to be operated. xi) Important telephone numbers of personnel who could be of assistance in case of emergency. xii) Helipad controlling agency. xiii) Any permission required from Police/ District authorities.

This site plan is to be kept at the Base, Regional and CO (Ops).

c) Those sites operated to on a “one time basis” when a survey has not been practical or possible. In this case, the Captain will use extreme caution and pay particular attention to observe the guidance given below.

33.1.2 CAPTAIN’S DISCRETION: All landing at unlicensed sites remain at the Captain’s discretion. This is because such sites are not under the direct control of either regulatory authorities or Company Personnel. In addition the flexibility of the helicopter allows for a wide choice of landing sites.

33.1.3 CONFINED AREAS: There is often a requirement to land at confined and unprepared landing sites in difficult terrain.

If such a site is in mountainous or steep slope terrain, the Captain should be aware of reduced rotor clearance due to sloping ground.

33.1.4 OPERATING GUIDANCE Page No 3 / 8 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No HELIPADS AND LANDIING AREA CHAPTER 33 Ammendment REQUIREMENTS Date

a) Site Reconnaissance: Prior to landing the pilot shall conduct a reconnaissance, which should cover the following points: - i) Assess wind speed and direction. ii) General layout of the area also noting local features, which may cause turbulence, or up and down draughts. iii) Altitude of the site and assessing aircraft performance at that altitude if an OGE hover may be required. iv) Obstacles surrounding the landing area and within the clearing. v) The best approach path, escape paths and committal heights. v) Exit path or overshoot direction. vi) Size of the maneuvering area, the shape, surface and slope of the site. viii) Intended touchdown point.

The majority of the above can be assessed at first inspection or during the approach.

b) The Approach: If necessary a ‘dummy’ approach can be made to assess winds, turbulence, power margin etc., using the overshoot to make a final assessment of the landing site from low level.

The type of approach made will depend upon obstacles, wind direction, power available, clearance etc.

c) Overshooting: An overshoot must be carried out during the approaches when: i) The rate of descent becomes excessive. ii) The touchdown point disappears under the nose. Iii) Prior to committal point the engine(s) output is consistently near maximum Page No 4 / 8 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No HELIPADS AND LANDIING AREA CHAPTER 33 Ammendment REQUIREMENTS Date

d) Landing

i) Prior to touchdown the pilot shall make a final assessment of main and tail rotor clearances. ii) If the pilot is uncertain that there are sufficient main or tail rotor clearances a landing shall not be attempted. A company engineer or qualified crewman may be used to provide additional guidance on clearance outside the pilots view. Additionally, the engineer/crewman may be offloaded in the hover or at the edge of the site if on a slope to check and indicate clearances for the landing. iii) If an inspection of the site is necessary, then a clearing turn should be carried out. This should be done in a high hover ensuring clearance for tail rotor safety. During the turn the surface of the ground can be studied and the landing spot confirmed. iv) When being marshaled by ground personnel, the pilot shall be satisfied that those personnel have been satisfactorily briefed and are competent in marshalling techniques. Notwithstanding this, the pilot is responsible for the safe clearances from obstacles around the helicopter.

e) The Take off: Prior to take off, the power margin shall be established to ensure the take off techniques and path will ensure that obstacles are cleared safely. Obstacles should be noted and Page No 5 / 8 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No HELIPADS AND LANDIING AREA CHAPTER 33 Ammendment REQUIREMENTS Date

the flattest exit path chosen with due consideration of the wind. 33.2 REQUIREMENTS OF A HELIPAD

33.2.1 INTRODUCTION: The characteristic of helicopters with their capability of vertical flight make it possible for them to take off safely from clear areas. But in the event of an emergency either during approach or take off, clear space would be necessary for it to execute a safe landing for the safety of the machine/ crew and passengers.

33.2.2 REQUIREMENTS: The general guide lines/ requirements of a standard helipad including takeoff and approach funnel is given in Civil Aviation requirement Section 4 Series B Part -3 dated 28 August 2006 amended from time to time. However some of the general guide lines are as follows: -

a) SIZE OF HELIPAD: Size of helipad for the types of helicopters will depend on location and the category of take off required to be executed i.e. CATEGORY A / B. As a standard guide, minimum size of one times the overall length of the helicopter plus safety area would be required for operation of a single helicopter. b) TAKE OFF AND APPROACH FUNNEL: It is a symmetrical trapezoid of a sloping surface, extending outwards and upwards from the end or beginning of the take-off or landing surface respectively widening out to 390m at a distance of 600m. As regards the obstacle limitations of the trapezoid, the surface slope of 12.5% is considered appropriate for the characteristics of a helicopter performance. This flatter slope is required to ensure safe operations to cover climb and engine failure on take-off or on approach. c) SURFACE OF THE HELIPAD: The surface areas of the helipad, should be as level as possible Page No 6 / 8 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No HELIPADS AND LANDIING AREA CHAPTER 33 Ammendment REQUIREMENTS Date

consistent with good drainage. The surface should be hard or grassy and clear of any dust, loose pebbles or other objects, which might cause damage to the helicopter engine or rotor blades. d) MARKINGS: Helipad should be marked with a capital letter ‘H’ which should be located in the centre of the helipad. The letter ‘H’ should be painted white. Corners of the helipad should be marked in the shape of ‘L’. e) WIND DIRECTION INDICATOR: The purpose of wind direction indicator is to provide wind direction and give an indication of wind velocity. It should be truncated cone of two colors (Red and White or Black and White) and should be located clear of the helipad. The site selected should be free from turbulence and visible from the helicopter flying over the helipad. f) SECURITY AND FIRE FIGHTING: It will be the responsibility of the Charterer to provide security and adequate fire fighting equipments at the helipad. However, the following precautions will be taken by the PIC of the helicopter when the nature of the operations requires that the helicopter be left for any period away from an airfield: i) The selected landing site shall be as secure as possible. ii) The police, or a person of authority, should be available to protect site from crowd due to presence of the helicopter. iii) With regard to the fire precautions, care shall be taken when landing in areas where grass can be expected to be dry and easily combustible. Page No 7 / 8 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No HELIPADS AND LANDIING AREA CHAPTER 33 Ammendment REQUIREMENTS Date

Firefighting equipment as per the length of the helicopter should be available (H1/H2/H3) iv) All doors shall be closed and locked after switch off , if required. v) All valuables should be removed. vi) Intake/exhaust blanks or covers to be used to prevent dust, grass or snow entering the ports. vii) If required to be left overnight, the helicopter is to be properly lashed and police/ security guard is to be arranged, and briefed regarding fire precautions, security of the helicopter and approach of unauthorized personnel.

These guidelines are to be complied with in conjunction with relevant CAR on the subject. Page No 8 / 8 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No HELIPADS AND LANDIING AREA CHAPTER 33 Ammendment REQUIREMENTS Date

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34.1 GENERAL: Problems of mountain flying should be approached with extreme caution. The combined effects of unknown and unpredictable air currents together with limited power reserve can be highly dangerous/ critical Whether taking-off, landing or in cruise flight, the pilot should be constantly aware of his alternate routes and engine power reserves.

Anticipation of the movement of wind and air currents in mountainous areas holds the key to safe flying. Where the topography is relatively flat and the wind is light, a laminar flow will result to produce an updraft on the windward side and a downdraft on the leeward. Severe turbulence results in strong winds and abrupt topography as the laminar flow breaks down. Such turbulence will occur on both sides and will produce downshifts close to the windward side and updrafts on the leeward. Uneven heating will produce vertical currents in slack wind conditions. Areas exposed to the sun will generally produced updrafts and shaded areas the reverse. Heat may be stored in valleys by day producing evening updrafts.

34.2 EFFECT OF CONTROLS: Control effect decreases because of rarified atmosphere at high altitude and a marked difference is apparent compared with the handling at sea level. Smooth handling becomes increasingly important as height is gained for the following reasons:

a) Large cyclic stick movements in order to effect altitude change. b) Collective lever is at a higher pitch setting. c) Decreased tail rotor efficiency. d) Decreased helicopter stability. e) Retreating blade stall is more critical due to higher pitch settings and accelerations associated with higher TAS. Page No 2 / 9 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No MOUNTAIN AND HIGH ALTITUDE FLYING CHAPTER 34 Ammendment Date

34.3 AIR SPEED: Attention must be paid to airspeed at all times. Loss of a discernible horizon will trend to cause a nose up attitude and loss of airspeed. Airspeed must be maintained until over the landing area. 34.4 DENSITY/ PRESSURE ALTITUDE: Density altitude differs from pressure altitude when the temperature differs from ISA. Pilots should refer to the density altitude for determining the flight limitations. A rule of thumb to calculate density altitude, and hence power reserves is {(Actual OAT – ISA Temp for the Altitude) X 120] + Altitude = Density Altitude Actual OAT must be monitored closely. Other effects of decreased density are higher collective settings and sharper tail-rotor blade angles resulting in less rudder margin and less useful power. 34.5 PHYSIOLOGICAL EFFECTS OF HIGH ALTITUDE FLYING

a) HYPOXIA: The effects of hypoxia may become apparent at heights above 10000 ft the most common symptoms of which are over confidence and impaired judgment. b) LOSS OF EXTERNAL HORIZON: The horizon may often be obscured by clouds or surrounding peaks. This may give the pilot wrong attitude/ perception giving rise to disorientation. c) VERTIGO: An approach on to and take from a pinnacle with a sheer drop on all sides, may create disorientation. d) DEPTH PERCEPTION: The tendency is to become impatient at the earlier stages of an approach to an isolated table-top helipad due to the apparent slow approach on account of problems of depth and speed perception. The ground seems to suddenly rush up to meet the aircraft in the final stages of the approach. By the time the pilot appreciates this he may be badly overshooting. Page No 3 / 9 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No MOUNTAIN AND HIGH ALTITUDE FLYING CHAPTER 34 Ammendment Date

34.6 USE OF OXYGEN: As per CAR ‘Section II Series ‘O’ Part IV when operating above pressure altitude of 10000 ft, breathing oxygen should be readily available for use by the crew members and 10% of the passengers, for any period in excess of 30 min., up to 13000 ft. Above this altitude adequate breathing oxygen should be readily available for continuous use by all occupants of the helicopter.

34.7 ENGINE SHUT DOWN: Engine shut down should whenever possible, be avoided in remote very high hilly areas away from base. If there is no alternative to a shut down, the landing site should, as far as possible, be selected which has sufficient space for a second helicopter to land close by. Some form of radio or telephone communication should be ensured to communicate and obtain assistance against the possibility of an engine failing to restart.

34.8 SAFE ROUTES AND HEIGHT: In the event of routine or transitory flight across mountainous terrain, every effort must be made to follow such routes and at such heights as to enable a safe exit from the valleys and over the passes in the event of a single engine failure. Whenever possible routes should be selected along river beds, roads, tracks, inhabited areas, valley floors etc and routes used by the other air traffic.

34.9 WEATHER: Weather plays an important part in planning and execution of mountainous terrain and high altitude operations. Due to insufficient availability of Met data the forecasts are of a general nature which could be at great variance from the actual weather from one valley to the other. Pilot has to exercise great caution prior to and during flight to avoid getting into irrecoverable situations due to fast weather changes in narrow valleys. Entry to these valleys should be decided only after careful evaluation of Page No 4 / 9 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No MOUNTAIN AND HIGH ALTITUDE FLYING CHAPTER 34 Ammendment Date

the exit path. Under- cast and in between the cloud layer flights should always be avoided.

34.10 ALTIMETER SETTING: As flying in the hilly areas will be below transition altitude pilots will be using QNH setting on altimeters as given by the controlling ATC. However, due to local variation in pressure which can be considered from valley to valley, adequate caution will have to be exercised for assessing the altitude at which they are flying.

34.11 MOUNTAIN WAVES: The vertical motion occurring in standing waves can be appreciable since they are often deceptively smooth and may escape unnoticed unless reference is made to the altimeter or VSI. When planning a flight over hills or mountains, pilots are advised, therefore, when conditions are reported or forecast to be conducive to the development of standing waves, to allow a safe clearance above the height of the range so as to provide adequate margin to cater for descending air currents. It is also advisable to select a flight path at right angles to the range of hills or mountains so as to spend as short time as possible in the regions of the standing waves. Pilots should take special care when they observe ventricular cloud above the crests of hills and leeward of them, which are indicators of standing waves.

34.12 TURBULENCE: At the confluence of the valleys and over the ridges, moderate to severe turbulence could be encountered as the day progresses with the heating of the atmosphere. To minimize the effect, higher altitudes should be selected and when encountered, the flight control application should be bare minimum possible at the recommended turbulence speeds

34.13 SELECTION OF LANDING SITES: Special care must be taken in the hills in selection of landing sites in the areas of up and down drafts and areas of rapidly changing weather. Page No 5 / 9 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No MOUNTAIN AND HIGH ALTITUDE FLYING CHAPTER 34 Ammendment Date

34.14 TRAINING REQUIREMENTS: MOUNTAINS / HIGH ALTITUDE FLYING: To ensure safety of operation before an aircrew in cleared to fly as PIC he should have attained certain standards of proficiency. Helicopter flying in the hilly terrain is a matter of experience primarily. It also requires knowledge of the hilly terrain and the effects of wind and rapidly changing weather conditions that can restrict the operations. Heights of the helipads adversely affect the performance of the helicopters especially during take-off and landing phases. However, operations to the helipads in the hills are restricted to VFR day only. The training of pilots for Hill Flying is to be carried out as per guidelines given in the CAR Section , Series B,Part X dated 08 July 2005 amended from time to time. Same is reproduced below for regular / irregular operations in Hilly terrain for inexperienced pilot with lessthan 1000hrs on helicopters, experienced pilot with more than 1000hrs but less than 2500 hrs and experienced pilot with more than 2500hrs on helicopters.

a) INEXPERIENCED PILOT: Over and above the mandatory requirements specified in Appendix B & C to above CAR, the following will also be adhered to for clearance for captain rating. i) On completion of dual and co-pilot hrs, the pilot will fly 5 sorties or 10 landings on various helipads from the captain seat with current experienced pilot / check pilot before being cleared for captain rating by an examiner/ instructor/ experienced pilot.

b) EXPERIENCED PILOT : Over and above the laid down mandatory requirements in Appendix A & B to above CAR, the pilot will undergo 5 sorties or 10 landings with an current experienced pilot Page No 6 / 9 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No MOUNTAIN AND HIGH ALTITUDE FLYING CHAPTER 34 Ammendment Date

form the captain seat, before being cleared for captain by current experienced pilot/ Instructor/ Examiner on type.

Note : -if found satisfactory, his logbook is endorsed accordingly before he is permitted to fly as PIC. Check sortie includes at least one landing in the hills. These are to be read in conjunction with existing CAR on the subject.

34.15 APPROACHES TO LAND: These should be steeper than normal and, for helicopters with counter clockwise rotors an ideal approach will keep and mountain to the left so that, in the event of tail rotor control failure, the aircraft will turn away from the obstacle. Ambient wind conditions will dictate the best approach path but all approaches should be at 45 degrees to the mountain or cliff face.

34.16 TAKE OFF: Speed should be increased after take-off taking advantage of winds and updrafts, moving clear of rock faces as soon as possible.

34.17 SNOW AREA OPERATIONS: The problem of major concern in helicopter snow and ice operations are the restrictions to visibility as a result of blowing powder snow from the rotor down wash during take off and landing. Occasions might necessitate frequent reference to instruments. Snow goggles must be used in such areas to prevent snow blindness.

34.17.1 Handling Techniques: Ice under the skids or wheels may cause the helicopter to spin during rotor engagement or when the engine is throttled back quickly during engine and transmission checks. Care is necessary to ensure that the cyclic is held in the central position during these checks.

Where there has been a fresh snowfall, a prolonged run-up should be employed to blow away the fresh snow. However, because of the reduced visibility caused by the resulting Page No 7 / 9 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No MOUNTAIN AND HIGH ALTITUDE FLYING CHAPTER 34 Ammendment Date

“snow cloud” it will be necessary to use a reference point within the periphery of the rotor blades. Movement at a low hovering height should be avoided and a normal climb- out technique employed. Similarly returning to the hover over areas of fresh snow can be hazardous and an approach should be made to a specific object, such as bush or tree stump, which should be used as a hovering reference whilst the snow is blown away by the rotor downwash. This reference should be held inside the rotor periphery to prevent it being lost from sight in the disturbed snow. In cases where no such reference is available, several low fly- pasts will blow away most of the loose snow; they should be made at sufficient speed to ensure that there is always an area of clear vision in front of the aircraft.

Depth perception is difficult over large areas of unbroken snow, particularly for the ab-initio, and such areas should be avoided for practicing quick-stops or autorotation. Tree lines, fences, clear roads, tracks, etc. will provide references to assists in judging height.

A landing on fresh snow, particularly at an unfamiliar site should be tackled with extreme care since there will be doubt about the depth of snow and the conditions and nature of the underlying ground. The weight of the aircraft should be transmitted to the landing gear carefully and gradually so that as assessment can be made of the ability of the site to take all the aircraft’s weight and permit shutdown. At times helicopters may have to be held power to reduce chances of wheel sinking. Through-out this procedure the pilot must be ready to lift helicopter for take- off immediately should circumstances warrant.

Snow that has a strong crust must be treated with extreme caution. The crust may give way during landing, causing a violent roll. If the crust allows the skids to penetrate to the underlying soft snow, care must be taken not to allow any Page No 8 / 9 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No MOUNTAIN AND HIGH ALTITUDE FLYING CHAPTER 34 Ammendment Date

yaw, since skid, which has slid underneath the hard crust, may give an unexpected off-balance lateral force on the next take-off. In addition, it must be remembered that, if during landing the undercarriage penetrates below the top surface of the snow, the tail rotor will be much closer to the surface of the snow. The above problems can be obviated to large extent by beating the snow, which provides harder and stronger crust. Helipad manning agencies are advised on this aspect and this should become a SOP for snow-covered helipads. Page No 9 / 9 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No MOUNTAIN AND HIGH ALTITUDE FLYING CHAPTER 34 Ammendment Date

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35.1 AERIAL PHOTOGRAPHY/FILMING: It is the Captain’s responsibility for ensuring that the requirements detailed herein for the conduct of aerial photography flights are complied with and that all personnel involved are briefed upon these procedures and safety instructions. Necessary permission/ STC from the regulator must be obtained in writing before commencement of Aerial Photography/ filming.

35.1.1 Use of Co-pilot’s Seat (In case of Single Pilot operated Helicopter): The Co-pilot or front passenger seat shall not be used by a photographer unless all dual controls are removed, when this seat is used by a photographer, the Captain shall satisfy himself that there is no possibility of camera equipment (e.g. straps, camera bags, leads and cables) fouling the collective or panel and console switches. Any such items shall be stowed in the main cabin or securely taped and mounted to prevent fouling.

35.1.2 Doors Open or Removed: When there is a requirement to conduct filming or photography with aircraft doors open or removed, the Captain shall refer to and comply with the limitations prescribed in the limitations section of the appropriate Rotorcraft Flight Manual.

35.1.3 Passengers: When conducting an aerial photography flight with doors removed or requiring flight below 500 A.G.L, only those persons essential to the conduct of the flight may be carried.

35.1.4 Personnel Safety

i) The cameraman shall always have a passenger seat available to him. For take-offs, landings and in emergencies, this seat will be occupied by him with the safety belt secured in addition to his safety harness. Page No 2 / 5 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No AERIAL PHOTOGRAPHING / FILMING/ CHAPTER 35 Ammendment POWER LINE PATROLLING Date

ii) When filming with the door open or removed, the cameraman shall wear a safety harness at all times during flight which shall be properly secured to a suitable hard point. Additionally, he shall wear a standard aircraft seat belt when available except when it is necessary to move to another position in the cabin. with permission of the Captain.

iii) Additional personnel carried in accordance with para 16.1 d. above shall wear a standard aircraft seat belt at all times and shall not be permitted to sit in a seat adjacent to any open door unless they also wear a safety harness. They shall not be permitted to move under any circumstances when wearing only a standard seat belt unless the doors are closed and the aircraft is above 500’ AGL.

35.1.5 Equipment Security: With doors open or removed all loose articles including cameras, camera bags, cables, film and other equipment are to be properly secured and strapped to prevent them falling or being blown out of an open door or window.

35.1.6 Communications: The pilot is to maintain communication by headset with at least one member of film crew to pass instruction/ information passed quickly and freely at all times to further pass on to all personnel involved.

35.1.7 Authorization

a) No photographic flight may be undertaken unless the permissions are received from the appropriate authorities. The pilot is to carry a copy of the permission with the aircraft. b) Where flights are intended to operate at a height below that prescribed as a minimum operating Page No 3 / 5 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No AERIAL PHOTOGRAPHING / FILMING/ CHAPTER 35 Ammendment POWER LINE PATROLLING Date

height by the local Civil Aviation Authority any permission (s) shall include a low flying approval by that Civil Aviation Authority. c) Whenever possible the Captain is to endeavor to ensure that any local police and district authorities are informed of the flight. d) STC is approved by the regulator for any notification.

35.1.8 Special Filming Seats/Mounts: Some filming companies may provide specialist mounts/ seats for a cameraman to allow him or his camera a greater field of view. Only approved aircraft mounts/seats may be used after specific approval by GM Engineering.

35.1.9 Briefing: In addition to the general briefing for passengers, the Captain is to cover the following points in his briefing.

35.1.9.1 Safety Harness / Seat Belts

i) The proper fitting and operation of the safety harness shall be demonstrated. The requirements when to wear a seat belt in addition to the harness, Permission may be required from captain to move position and restrictions on those wearing seat belts. ii) Security of Equipment: All loose articles to be secured and stowed. iii) Action in the event of Emergency: If wearing a safety harness only, the cameraman should take his seat and put on a standard seat belt, remove all camera equipment and stow it beneath his seat if possible.

35.1.9.2 Flight Conduct

a) The Captain shall operate the aircraft in a manner so as not to endanger or cause nuisance to Page No 4 / 5 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No AERIAL PHOTOGRAPHING / FILMING/ CHAPTER 35 Ammendment POWER LINE PATROLLING Date

persons, live stock or property on the ground. i) Multi-engine helicopters shall be operated at a weight and airspeed such that flight may be continued in the event of a single engine failure. ii) Single Engine Helicopters shall be operated at a height and airspeed such that a safe landing to a clear area can be made in the event of an engine failure or other emergency. b) Notwithstanding the above, all aerial filming/ photographic flights shall be conducted in accordance with the appropriate Civil Aviation Authority Regulations and clearances. Page No 5 / 5 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No AERIAL PHOTOGRAPHING / FILMING/ CHAPTER 35 Ammendment POWER LINE PATROLLING Date

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36.1 GROUND AIR VISUAL SIGNAL CODE

36.1.1 GROUND TO AIR VISUAL SIGNAL CODE FOR USE BY SURVIVORS

No. Message Code 1. Required assistance V 2. Required medical assistance X 3. No or Negative N 4. Yes or Affirmative Y 5. Proceeding in this direction

36.1.2 GROUND TO AIR VISUAL SIGNAL CODE FOR USE BY RESCUE UNITS No. Message Code 1. Operation completed L L L 2. We have found all personnel L L 3. We have found only some + + 4. We are not able to continue XX Returning to base 5. Have divided into two groups < Z > each proceeding in direction indicated. 6. Information received that aircraft is in this direction.

Symbols shall be at least 2, 5 meters (8 feet) long and shall be made as conspicuous as possible,

Note 1: Symbols shall be formed by any means such as fabric, parachute material, pieces of stones or such like material; marking the surface by tramping or staining with oil etc,

Note 2: Attention to above signals may be attracted by other means such as radio, flares, smoke reflected light etc. Page No 2 / 4 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No SEARCH AND RESCUE CHAPTER 36 Ammendment Date

36.1.3 AIR – TO-GROUND SIGNALS: The following signals by aircraft mean that the ground signals have been understood.

During hours of daylight: By rocking the aircraft’s wings.

During the hours of darkness: Flashing on and off twice the aircraft’s landing lights or if not so equipped by switching on and off its navigation lights. Lack of the above signal indicates that the ground signal is not understood.

36.2 SIGNALS WITH SURFACE CRAFT: The following maneuvers performed in sequence by an aircraft mean that the aircraft wishes to direct a surface craft towards an aircraft or a surface craft in distress:

Circling the surface craft at least once.

Crossing the projected course ofthe surface craft close ahead at low altitude and

a) Rocking the wings, or b) Opening and closing the throttle or c) Changing the propeller pitch.

Heading in the direction in which the surface craft is to be directed Repetition of such maneuvers has the same meaning.

The following maneuvers by an aircraft means that assistance of the surface craft to which the signals is directed is no longer required.

Crossing the wake of the surface craft close astern at low altitude and

a) Rocking the wings or b) Opening and closing the throttle, or c) Changing the propeller pitch. Page No 3 / 4 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No SEARCH AND RESCUE CHAPTER 36 Ammendment Date

Note: The following replies may be made by the surface craft to the signal given for acknowledging receipt of signals.

1) The hoisting of the ‘Code pennant’ (vertical red and white stripes) close up (meaning understood). 2) The flashing of a succession of ‘Ts’ by signals lamp in the Morse code. 3) The changing of heading to follow the aircraft.

For indicating inability to comply

1) The hoisting of the international flag ’N’ (a blue and white chequered square). 2) The flashing of a succession of ‘Ns’ in the Morse Code.

NOTE: The Search and Rescue procedure is also given in SMS/Flight Safety Manual of PHHL. Page No 4 / 4 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No SEARCH AND RESCUE CHAPTER 36 Ammendment Date

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37.1 DISTRESS / EMERGENCY ACTION: An aircraft is in a distress condition when it is threatened by grave and imminent danger and requires immediate assistance. When an aircraft experiences an emergency or is in distress, change transponder code to 7700. For hijacking transponder code is 7500.

37.2 OTHER AIRCRAFT IN DISTRESS: When other aircraft have indicated that they are in distress, deviate from courses only when in a position to render immediate aid. Assist in relay of distress message. Avoid interfering with emergency communication. If requested by ATC to proceed to the position of the distressed aircraft avoid unnecessary congregation resulting in the possibility of a mid air collision. In this case aircraft are prohibited from descending below 1.000 ft. AGL over flat terrain or 2,000 ft. AGL in mountainous terrain in day. If you are in a position to assist another distressed aircraft VFR….

37.3 INTERCEPTING DISTRESSED AIRCRAFT: By rendezvousing with it, the followed procedure can be used.

a) Dead reckoning. b) Load the distressed aircraft’s position or intended position at the time of intercept into the GPS as a new waypoint and navigate to that location.

37.4 DISTRESS MESSAGE: If an aircraft is in an emergency situation, declare an emergency immediately and transmit to ATC on the frequency in use / emergency frequency. Following information should be provided to ATC :

a) Aircraft identification b) Position and altitude c) Nature of emergency. d) Action being taken or planned. Page No 2 / 5 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ABNORMAL AND EMERGENCY CHAPTER 37 Ammendment PROCEDURES Date

e) Any additional information available for an efficient rescue or relief. f) Number or passengers on board. g) Dangerous goods and their location. h) For over water flights provide heading, airspeed, altitude, ground speed and track.

37.5 COMMUNICATION FAILURE

37.5.1 GENERAL PROCEDURE (ICAO): Check Emergency Section Jeppesen Manual for any local variation in procedure given below.

Change Transponder mode to code 7600.

37.5.2 IF TWO-WAY COMMUNICATION FAILS: Listen on any Operational radio receiver for ATC information.

ATC service is provided on the basis that the pilot is operating in accordance with the procedure given below:

If confronted by a situation not covered in regulations pilots are expected to exercise good judgment in whatever action they take. They should not be reluctant to use their, emergency authority.

37.5.3 VFR CONDITIONS: If failure occurs in VFR Conditions, land as soon as PRACTICABLE. This does not mean as soon as possible. The pilot retains his prerogative of exercising his best judgment and is not necessarily required to land at an unsuitable helipad / heliport./ airport or only minutes short of his destination.

37.5.4 IFR CONDITIONS: If failure occurs in IFR conditions or if the above cannot be complied with, continue the flight as follows. Page No 3 / 5 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ABNORMAL AND EMERGENCY CHAPTER 37 Ammendment PROCEDURES Date

1. ROUTE By the route assigned in the last ATC clearance received. a) If being Radar vectored, by the direct route from the point of radio failure to the fix, or airway specified in the vector clearance. b) In the absence of an assigned route by the route ATC has advised may be expected in a further clearance, by the route filed in the flight plan.

2. ALTITUDE At the highest of the following altitude/ flight level for the route segment being flown. a) Altitude / flight level last assigned. b) Where appropriate, minimum altitude / flight level. c) Altitude/ Flight Level ATC has advised may be expected in further clearance.

37.5.5 LEVEL CLEARANCE LIMIT: When the clearance limit is a fix from which an approach begins, commence descent or descend and approach as close as possible to the “Expected further Clearance/ Expected Approach Time” if one has been received, or if one has not been received, as close as possible to the ETA as calculated from the filed or amended (with ATC) ETA.

If the clearance limit is not a fix from which an approach begins, leave the clearance limit at the expect further clearance (EFC) time of one has been received, or if none has been received, upon arrival over the clearance limit, proceed to a fix from which an approach begins. Commence descent or descend and approach as close as possible to the filed or amended ETA.

37.5.6 HOLDING: If holding is necessary at the fix to be used for the approach, holding and descend to initial approach altitude shall be accomplished in the holding pattern Page No 4 / 5 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ABNORMAL AND EMERGENCY CHAPTER 37 Ammendment PROCEDURES Date

depicted in the chart, or, if none depicted, in a holding pattern on the side of the final approach course on which the procedure turn is described.

37.5.7 RECEIVER FAILURE: When an aircraft is unable to establish communication due to receiver failure position reports must be transmitted at the scheduled time on the frequency in use preceded by the words “transmitting blind due receiver failure”. The aircraft shall transmit its intended message following this by com Page No 5 / 5 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No ABNORMAL AND EMERGENCY CHAPTER 37 Ammendment PROCEDURES Date

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Aircraft operating information & limitations will be as per pilot operating manual for respective helicopter, which is available on board the helicopter. Page No 2 / 2 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No AIRCRAFT OPERATION INFORMATION & CHAPTER 38 Ammendment LIMITATION Date

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39.1 Check List

Refer respective flight manual. Available on board the helicopter.

39.2 Normal Procedures

Refer respective Flight Manual Available on board the helicopter

39.3 Emergency Procedures

Refer respective Flight Manual. Available on board the helicopter.

39.4 Standard operating procedures

Standard Operating Procedures have been compiled and made for specific area operations. Copies of same are available at bases, regions and with GM (Ops) , CO. The SOPs will be revised regularly by DGM(Ops) of regions, and amendments if any will be incorporated in the respective SOPs of the area/ location. All pilots will keep themselves updated on the latest SOPs before operating helicopters.

39.4.1 SOP for off-shore operation

SOP for off-shore operations have been compiled and made. Same are available at regions, Bases and with GM (Ops). All pilots will keep themselves updated on the latest SOPs before operating helicopter for off- shore locations. DGM (Ops) / DGM (Trg) will regularly review these SOPs. Ammendments if any will be incorporated in the respective SOPs of area/ location. Page No 2 / 2 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No CHECK LISTS, FLYING PROCEDURES & CHAPTER 39 Ammendment STANDING OPERATING PROCEDURES Date

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Hazard occurrence report is required to be filled by the PIC on completion of the day’s flying. This report should be forwarded to Regional Control Room as per the following format :-

HAZARD / OCCURRENCE REPORT

S NO HEAD REPORT

1 BASE / WEATHER

2 WEATHER

3 HELIPAD SUPPORT SERVICES

4 TECHNICAL

5 ADMINISTRATIVE

6 OTHERS Page No 1 / 3 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No FLIGHT SAFETY REPORT APPENDIX B Ammendment Date

A REPORTABLE ACCIDENT/INCIDENT should be reported on this form within 24 hours with copies to other concerned officers ie DGCA (A/ S), GM (Flight Safety), CO and GM (Ops).

A (i) Aircraft and Flight Data:

Name of Crew (In Block letters)

Date A/c Type & Registration

From To

Time of T/O Time of occurrence Place

Altitude Phase of Flight IAS

T.O. WT. No. of Pax.

(ii) Weather

Cloud Type & account HC.

Visibility OAT Wind

Turbulence Yes/No Intensity

Precipitation Light/Mod/Heavy

B. The following information must also be provided in case of Landing/To Accident/ Incident.

(i) Condition of Runway (Dry, Wet or water logged)

(ii) Surface Wind (velocity, cross wind component, Gusty, Variable, Steady) Page No 2 / 3 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No FLIGHT SAFETY REPORT APPENDIX B Ammendment Date

C. In case of Engine failure this part must also be completed

(i) PORT/STBD Engine

(ii) Changes accomplished if any, prior to malfunction.

(iii) Failure During T/O / CLIMB/ CRUISE/ DESCENT/ APPROACH/LANDING/ON GROUND

(iv) Engine Shut down due to

D. DESCRIPTION OF OCCURRENCE CAPT SIGNATURE DATE Page No 3 / 3 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No FLIGHT SAFETY REPORT APPENDIX B Ammendment Date

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Following is the proforma for reporting Bird Strike Incident.

Registration No. Effect on flight

Engine Make/Model

Date Day

Month Year

Local Time Sky condition :

Dawn/Day/Dusk/Night No cloud/some cloud/ overcast

Name of Aerodrome Precipitation

Runway used Fog /rain/ Snow

Local of enroute Number of Birds

Height AGL Seen/Struck

Speed

Phase of Flight Size of Bird

Part of Helicopter struck Pilots warned of Birds Yes/No

Remarks (described damage/ injuries and other pertinent information)

Reported by Page No 2 / 3 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No BIRD STRIKE INCIDENT REPORT APPENDIX C Ammendment Date

THE INFORMATION IS REQUIRED FOR AVIATION SAFETY.

1. Pilots should indicate if departure was delayed, Flight Plan arranged or flight cancelled in the remarks column.

2. Injuries sustained if any to be reported.

3. ATC unit should send it directly to DGCA (Air Safety etc.)

4. Operator should send a copy to DGCA.

5. Financial losses incurred due to bird-hits to helicopters should be reported to DGCA as soon as possible preferably within 8 weeks of occurrence of the incident. Page No 3 / 3 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No BIRD STRIKE INCIDENT REPORT APPENDIX C Ammendment Date

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An air miss is defined as a situation in which the pilot considers his aircraft may have been endangered as a result of the close and potentially dangerous proximity of another aircraft during flight to the extent that a define risk of collision existed.

ATC incident is defined as a situation in which aircraft appear to have less separation than the Pilot expected and there was no risk of collision.

The following procedure for reporting an Air miss incident shall be followed:

a) A pilot, who sees another aircraft in a dangerously close proximity to his own aircraft failing in the category of Air miss incident as defined above should report on Radio to the Air Traffic Services Unit with whom he is in contact.

b) The report should be prefaced by the word “Air miss” and it should include the following information.

i) Position at the time Air miss occurred. ii) Time incident. iii) Altitude/Flight level/heading (Climbing, descending, turning, or level flight). iv) Weather conditions and Visibility. v) Brief circumstances of the incident including first sighting distance and miss distance (State clearly) whether risk of collision existed or not.

The ATCO receiving the report may ask for any additionally information he requires.

If it is not possible to report the incident by radio; the report should be made in person or on telephone or other means to the nearest ATS unit.

The pilot, on the Prescribed “AIR MISS INCIDENT REPORT FORM” available at every ATS Unit, must confirm as Air miss incident report Page No 2 / 3 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No AIR MISS INCIDENT REPORTING APPENDIX D Ammendment PROCEDURE Date

made by radio or telephone within seven days. The confirmatory report should be addressed to the appropriate Regional Controller of Air Safety/Senior Officer (ATC). Some Operators / Company may require submitting confirmatory report though their Company or Corporation which is acceptable provided it is signed by either the pilots or a responsible Official of his Company/Corporation.

If the confirmatory report is not received within seven days, no official action shall be taken on radio or telephone report except in exceptional circumstances.

Pilot may also make use of the AFTN from a place abroad to make an initial AIR MISS Incident report, which could not be passed on Radio. In such case the AFTN message may be addressed direct to the ATS Unit responsible for the FIR/Control zone or Control Area in which the incident happened. The message should be sent as soon as possible after the first landing. Page No 3 / 3 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No AIR MISS INCIDENT REPORTING APPENDIX D Ammendment PROCEDURE Date

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MANAGEMENT PRACTICE

1. Management/supervisory structure for ensuring proper Control over safe operations of aircraft.

2. Responsibilities and functions of different individuals are defined

3. Decisions of management and operational instructions to affected personnel conveyed properly

4. Action by management for violations of safety requirements by their employees.

OPERATIONS POLICIES AND PROCEDURES

1. Availability of weather information of destination and alternate Aerodrome prior to flight in the flight Operations office.

2. Flight Ops. Office is supervised and adequately controlled.

3. Dedicated person for processing pilots special report.

4. Considering Crew co-ordination while roistering for particular flight of pilot and co-pilot.

5. Proper planning for pairing the pilots (P1 and P2 experience and seniority).

6. Airport/ route qualification and bad weather experience is accounted while roistering.

7. Proper filling of PDR with time by the pilots.

8. In house monitoring of operations by Chief of operations.

9. Trial/detailed study prior to operation by Chief of operations.

10. Procedures established for operations at critical/ marginal airfields and for monsoon period operations. Page No 2 / 13 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No SAFETY AUDIT FORMAT APPENDIX E Ammendment Date

11. Proper selection of alternate aerodrome considering ATC watch hours and aircraft handling facilities.

12. Weather minima approvals for the operating airports available.

13. No. of Cabin Crew as per the laid down requirements.

14 Wet leased a/c operations and maintenance as per requirements.

15 Foreign pilots having >500 hours taken into considerations for flying Indian a/c.

FLIGHT OPERATIONS

1. Qualified and flight Dispatchers at main base and Sub-bases

2. Qualified company doctors at main base and Sub- bases periodically calibrated medical Equipments.

3. Whether main base and Sub bases are adequately equipped with communication and other assisting equipments.

4. Operational Flight Plans preparation and its entirety. (Latest MET details, status of facilities on route required, proper fuel reserves etc.

5. Proper reporting of Pilots prior to departure.

6. Briefing to the Pilots full/comprehensive.

7. FDTL Monitoring by operations office.

8. FDTL Accounted while roistering.

9. Transit ‘A’ approval for pilots for Refueling checks with authorized Personnel.

10. De-briefing by Pilots about Nav/Com. Aids.

11. Pilot licence on board-carrying. Page No 3 / 13 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No SAFETY AUDIT FORMAT APPENDIX E Ammendment Date

12. LOAD AND TRIM SHEETa) Approved Personnelb) Approved Instructors for training.c) Approved L&T Sheets and approval No: indicated.d) Random inspection of Load & Trim sheet.e) Crew weight taken into calculation.f) Passenger shown as supernumerary.

13. Awareness of Occupying observers seat in the Cockpit.

14. Calibration of weighing machines.

15 RTOW charts available main base and outstations.

16 Availability of Cargo manifest.

17 Availability of list of persons authorize carry weapons on board

18 Instruction regarding carriage photographic Equipment on board and permission from DGCA.

SAFETY PROMOTION

1. Whether adequately manned with Engg./Flying personnel on full time.

2. Whether internal audit carried out Regularly and deficiencies auctioned by concerned departments ensured.

3. Whether CVR/DFDR facilities established and monitored regularly

4. Whether frequent meeting between pilots and engineers are held and Records maintained for that.

5. Whether flight safety division gets international/ national aviation Magazines/bulletins and relevant safety matters circulated to pilots/engineers.

6. Compliance of investigation reports safety audits, spot checks- records of implementations. Page No 4 / 13 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No SAFETY AUDIT FORMAT APPENDIX E Ammendment Date

TRAINING

1. Whether newly inducted crew member undergone familiarization with ops.

2. Records regarding requirements of AIC 17 of 1994 after change of Airline by the pilot.

3. Pilots undergone security training dangerous and prohibited goods training and human factor training- records maintained.

4. Proficiency check after leave period of more than 30 days/ failed in proficiency check.

5. Pilots undergone technical performance refresher and flight safety courses.

6. Refreshers to AMEs, Cabin Crew and Flight Dispatchers.

7. Additional training to those failed in refreshers.

8. Trained technicians to handle safety equipments.

9. Proper training of ground technicians for marshalling/rotating propellers.

10 Apron safety precautions by drivers and other personnel handling ground equipments –training/ refresher for them.

11 Briefing and training to helpers and loaders for precautions of loading the aircraft.

MAINTENANCE STANDARDS AND PROCEDURES

1. Check whether number of AMEs is adequate to cope-up with the maintenance.

2. Check whether at outstations trained technicians for engine start, use of electrical power, fire extinguishing operation and marshalling are available. Page No 5 / 13 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No SAFETY AUDIT FORMAT APPENDIX E Ammendment Date

3. Check whether AMEs having authorization are not carrying out rectification of snags.

4. Check whether the Radio Engineers are operating R/ T without proper R/T Licence.

5. Check whether tools and equipment including special tools are adequate and in working condition for carrying out schedule inspection, snag rectification etc on the aircraft.

6. Check whether Aircraft Jacks are available and periodic proof loading check is carried out.

7. Check whether Oxygen charging at approved source.

8 Check whether Nitrogen used of proper specification and bottles are properly stacked.

9. Check whether Facilities are equipment like oxygen charging, ground cart for power, tyre charging, toilet servicing and pot able water available.

10 Check whether Periodicity of calibration of various gauges is maintained and documented and placarded on the bench.

11 Battery shop Charging facility- approved. Premises is ventilated. Record of testing maintained. Capacity testing eqpt. Available (for lead acid NI-CD batt.) reconditioning/overhaul of NI-CD SAFT Manual available. Shops approval is displayed.

12 Hydraulic ship Check record of fluid change and contamination check is available.

13 Check whether test Benches are calibrated.

14 NDT TECHNIQUECheck whether the desired NDT techniques are used and proper trained personnel are there. Certificate of competency for the persons working.a) Eddy current/Ultrasonic Facility for wheels.b) Availability of Test piece.c) Intensity check for ultraviolet lamp for florescent particle inspection.d) Test piece availabilitye) Ammeter Page No 6 / 13 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No SAFETY AUDIT FORMAT APPENDIX E Ammendment Date

calibrations for Magnaflux equipment is available.f) CURRENT requirements for various components- known.g) NDT Manuals of manufacturer available.

15. FTD/BENCH CHECKS OF RADIO EQPT Check whether.a) Bench Check for ELT.b) Bench check for RMI and CDI also FTD check.c) All other avionic item by FTD.

16. FUNCTIONAL TEST Check Whether: Functional test for fuel manifold Adapter installed on PT6A-21 and PT 6A-42 Engine.

17. MONITORING OF CVR/DFDR. Check Whether.a) Serviceability record.b) Integrity check.c) Supply of voltage & frequency within limits.

18 Check the record of ELT testing time maintained for battery life.

19 Check the Serviceability of torch kept on board.

20 Check fuel samples Bottles for collecting fuel samples available. Check the transparency of the bottle.

21 Check fuel figures are correctly recorded and fuel on board is not more than required.

22. Check Cowling, panels, fairing kept on ground with Rubber pads.

23 In Monsoon, check the following: Weather Radar, Wipers, Rains repellant, Antiskid system and thrust reverser System serviceability.

24 Check the snag rectification work was carried out as per MM.

25 Check the Structural inspection and corrosion prevention programme- carried out at proper stages. Check necessary tools/literature / expertise availability.

26 Monitoring of Aircraft weight growth. Page No 7 / 13 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No SAFETY AUDIT FORMAT APPENDIX E Ammendment Date

27. Check Slide chute Serviceability (if applicable) is assured at desirable intervals.

QUALITY CONTROL

1 Check whether QCM or Dy.QCM have licence on type of aircraft being operated.

2 Check the adequacy of man power in QC set up for functions like delay, defect and engineering investigations, reliability and performance monitoring, compliance of SBs and Modifications, TBO control etc.

3 Check the display of approval letter/certificate in QCM Office.

4 SCHEDULES: Check whethera) Certified items wise and duly signed.b) Have the tools required for accomplishing the task.c) Inducts details the heading, amendments, amendment number and date of approval is available.d) Change made with approval of Airworthiness Authority.e) Whether QC is verifying qualified persons certify all items and completed schedules are preserved for the desire period.

5 SPECIAL SCHEDULESCheck whether Prepared, approved and available. Approval number of schedules are printed on it, Availability of off job sheets.

6 Check whether Oil and fuel registered are maintained and oil consumption properly calculated.

7 Whether certificates of maintenance is issued after major check

8 Check whether Log Books are updated in time and their proper entry of mandatory modifications

9 Check whether there is a combination of two agencies for the maintenance of aircraft, the manual lays out the responsibilities of AMEs of different agencies. Page No 8 / 13 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No SAFETY AUDIT FORMAT APPENDIX E Ammendment Date

10 Check whether MEL is approved. MEL not violated from base No Deficiencies cleared although not covered under MEL.

11 Check whether MMEL is not utilized without approval.

12 Check whether Planning for future requirements of mandatory mods for each type of aircraft and system for monitoring of mods, SBs and repeat inspections along with records of compliance of mandatory mods.

13 Check approval of TBO/COSM.

14 Check whether Planning for future requirements of overall of components/ ratable and agency to undertake the same.

15 Check whether Timely receipt of investigation Reports from vendors

16 Check whether Feed back on prematurely removed components.

17 Check whether Delay or repetitive snag meeting is held and record maintained.

18 Check whether Snags are attended thoroughly as per MM.

19 Check whether for tendency of not reporting the snags transit stations and carrying out rectification action during night halt.

20 Check whether Formation of PIB exists.

21 Check whether Snag rectification is carried out by appropriately licensed engineers only.

22 Check whether Monitoring by QCM for adequacy of Rectification of snags/defect by Scrutiny of delay and defect records.

23 Check whether the equipment/spare are adequate and proportionate to snags reported on typical system Page No 9 / 13 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No SAFETY AUDIT FORMAT APPENDIX E Ammendment Date

24 Check whether QCM is reporting incidents/major defect to DGCA.

25 RELIABILITY MANAGEMENT CELL Check whethera) Aircraft engine and components Reliability.b) Monthly data for performance of Aircraft components/system.c) Engine performance analysis Engine parameter monitoring and its graphic plotting.d) Evaluation of alert value of Individual system.

26 Fuel CheckCheck whethera) For impurities more than the limit Action taken.b) Monthly data for performance of Aircraft components/system.c) Engine performance analysis Engine parameter monitoring a dits graphic plotting.d) Evaluation of alert value of individual system.

27 Check whether Life of Battery of ELT monitored.

28 Check whether Calibration of Altimeters are Carried out once in two years.

MANUALS, DOCUMENTATION AND OTHER RECORDS

1 Check the availability, approval and updation of:1) Company’s Operations Manual2) Flight Crew Training Manual3) Cabin Crew Training Manual4) Flight Safety Manual5) Quality Control Manual6) Maintenance Manual7)Airplane Flight Manual8) Appropriate Check list9) MEL & MMEL10) Other related documents

2 Check the availability, approval and updation of: Civil Aviation Requirements, Indian Aircraft Rules AIP, AIC, CAR relevant ICAO ANNEXES and docs, Air Safety Circulars and other regulatory documents are available and updated.

3 Check whether operator is on mailing list of relevant agencies for the upkeep ofi) Maintenance Manualii) Service Bulletinsiii) Adsiv) Jeppesen Manualv) ICAO Annexes / Docsvi) Airplane Flight Manualvii) Other related documentsThe above documents should be available appropriate places. Page No 10 / 13 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No SAFETY AUDIT FORMAT APPENDIX E Ammendment Date

4 Check whether documents should be available at appropriate places.

5 Amendments to the various documents and for distribution to the crew members

6. Checks whether in all the manuals the amendments sheet is available and all the amendments are duly singed.

7 Check whether the following records are properly maintained and computerized:

i) FDTL

ii) Licence / IRiii) Medical Check up

iv) Training and Proficiency checks

v) Refresher and flight safety courses

vi) Personnel are earmarked to carry out these functions at the main and at sub-bases stations.

8 The RTOW charts for carious airports and types of aircraft are available with flight dispatch/ crew members/commercial.

9 Check list for various circulars issued are available.

10 System of dissemination of information /circulation exists and is working and records maintained.

11. Number of circulars issued by the Operator in the preceding year.

BUILDING AND OTHER FACILITIES

1 Whether working place for aircraft.a) Is sufficient for maintenance.b) Proper lighting cleanliness etc.c) Sufficient number of fire extinguishers and its inspections done regularly.d) Proper environment control in respect of dust, temp, and humidity in electrical, hydraulic, Instrument a radio shop.e) Not congested with unwanted items like used/unused Page No 11 / 13 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No SAFETY AUDIT FORMAT APPENDIX E Ammendment Date

nitrogen/oxygen cylinders Tins etc.f) Properly protected from birds.

2 Bonded Stores and quarantine stores not mixed up.

3 Commercial stores not mixed up with Bonded stores

4 Life expired seals/ sealant and rubber Parts not kept in stores

5 Life expired adhesives and aquadis Capsules not in use.

6 Expired sealant not used without testing and approved for extension of life.

7 Shelf life control exercised (for seals/gasket)

8 Shelf life details available in stores of components rubber seals inside.

9 Tyres rotation and its record

10 Proper record of inventory and its Control.

SUPPORT EQUIPMENTS

1 Step Ladders:Serviceability of locking device, side guards, lighting, height to match with the sill of the door.

2 Condition of motorized vehicles moving on apron

3 ADP/vehicle drive permit.

4 Condition of rubberized/ cushioning bumpers of equipments used in close proximity of the aircraft.

5 Supervision of ground operations.

6 Apron discipline by drivers like speed of the vehicles, authorized personnel, driving in proper lanes and positioning properly close to the aircraft.

7 Parking of equipment at proper bay. Page No 12 / 13 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No SAFETY AUDIT FORMAT APPENDIX E Ammendment Date

SECURITY

1 Availability of instructions/circulars from BCAS

2 Availability of trained security personnel

3 Whether x-ray baggage is monitored by trained personnel

4 Awareness by security personnel for their role in case of bomb threat, bomb hijacking and accident.

5 Security of catering items.

6 Whether baggage identifications is done.

7 Contingency plan for bomb threat, hijacking, accident and other emergencies available. Page No 13 / 13 DATE OF SEP 2011 RE-ISSUE PAWANHANS HELICOPTERS LTD Ammendment OPERATIONS MANUAL No SAFETY AUDIT FORMAT APPENDIX E Ammendment Date

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