Alaska Venture Aviation Logistics Operations Manual

Document Title Alaska Venture – Aviation Logistics Operations Manual

Document Number AK-LOG-D-0001

Document Revision 2.0

Document Status FINAL

Originator / Author John Jacobs, Aviation Activities Team Lead

Issue Date August 17, 2015

Security Classification Restricted

Revision history is shown next page

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Alaska Venture – Aviation Logistics Operations Manual

REVISION HISTORY

Signature or Date of electronic Revision Role Role Name/Title Approval reference (email) 08/04/15 2.0 Originator Custodian - Stu Greene, Aviation Stu Greene Document Activities Team Lead Responsibility 08/06/15 2.0 Concur Blake Skelton, Journey Blake Skelton

Management Team Lead 08/10/15 2.0 Approver Owner - Tajudeen Adebayo, Tajudeen Accountable Logistics Delivery Adebayo Manager 08/06/15 2.0 Approver Technical Authority John Jacobs, Rotary- John Jacobs (TA) - Risk Wing Responsibility Aviation Contract Manager 08/06/15 2.0 Approver TA - Risk Rocky Lee, Fixed-Wing Rocky Lee Responsibility Aviation Contract Manager

Purpose This Alaska Venture Aviation Logistics Operations Manual provides instructions, guidance, and information for the providers of Aviation Logistics services and their customers. Authorization Approve and Concur electronic signatures are mandatory. By Approving or Concurring with this document, you state that you have reviewed and agree with the content. You are also able to show evidence that the Health, Safety, Security, and Environmental & Social Performance (HSSE & SP) risks have been managed to as low as reasonably practicable (ALARP). The Owner of this document must approve, only after ensuring that all roles on this approval form have been validated and each person has reviewed, approved or concurred, as required. For more information, read and follow the AK- HSE0001 Controlled Document Management procedure. Change Log Changes made in each revision of this Procedure and to the included Tables are recorded in the Revision list below. Revision Minor revisions may be necessary to clarify document content, but must not be used to Authorizations alter, add, or remove requirements set forth in a document. The revisions authorized by the signatures below are recorded in the Change Matrix. Documents start as Rev 0.0 and minor revisions are captured as Rev 0.1, 0.2 etc. A document changes to Rev 1.0 or Rev 2.0, and so on, after major changes are made. A new Approval Form is required for all major changes.

Rev Date Name/Role Revisions 1 07/08/15 John Jacobs, Activities Team Sections 1.1, 2.8, 4.4, 5.1, 5.2, 6.2, 6.3, 7.8, Lead Appendices. A, E and H, New Section 7.9 which renumbers the rest of Section 7 2 08/04/15 Stu Greene, Activities Team Lead Sections 7.8, 7.9

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TABLE OF CONTENTS INTRODUCTION AND PURPOSE ...... 1 ORGANIZATION OF OPERATIONS ...... 1 Anchorage, Alaska ...... 1 Shell Anchorage Airpark ...... 2 Barrow, Alaska ...... 2 Dutch Harbor, Alaska ...... 3 Offshore Installations...... 4 AIRCRAFT USED IN THE ALASKA VENTURE ...... 4 Sikorsky S-92A Helicopter ...... 4 DeHavilland DHC-8-100 (Dash 8) ...... 5 Beechcraft B1900D ...... 5 Saab 340B ...... 5 Aero Commander 690 ...... 6 AgustaWestland AW139 ...... 6 Eurocopter EC-135 ...... 6 Eurocopter EC-145 ...... 7 SECTION 1 OPERATING STANDARDS ...... 8 1.1 Standards ...... 8 1.2 Audit and Control ...... 8 SECTION 2 FLIGHT OPERATIONS ...... 9 2.1 Scope and Objectives ...... 9 2.2 Review of Flights and Flight Routing ...... 9 2.3 Weather Considerations ...... 9 2.3.1 Weather for Flight Planning ...... 9 2.3.2 Weather for Landings ...... 9 2.4 Flight Schedule Confirmation ...... 9 2.5 Subsistence Advisors and Routing ...... 9 2.5.1 Daily Subsistence Coordination...... 9 2.5.2 Afternoon Subsistence Advisory Teleconference ...... 10 2.5.3 Subsistence Advisory Teleconference Minutes ...... 10 2.6 Operational Status of Offshore Helidecks ...... 10 2.6.1 Helicopter Refueling System ...... 10 2.7 Information for Customers ...... 10 2.8 Untrained Passengers ...... 10 2.9 Aircraft Marshalling ...... 10 SECTION 3 AIRCRAFT DIVERSIONS ...... 11 3.1 Causes of Diversions ...... 11 3.2 Primary IFR Alternate Airfields...... 11 3.3 Care of Passengers ...... 11 3.4 Repositioning the Aircraft ...... 11 3.5 Aircrew Rest Periods ...... 11 3.6 Airport Hours of Operation ...... 11 3.6.1 Extending Airport Hours ...... 11 SECTION 4 FLIGHT DELAY OR CANCELATION PROCEDURES ...... 12 4.1 Delay or Cancelation Notification ...... 12 4.2 Prioritization of Operations ...... 12 4.3 Flight Rescheduling ...... 12

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4.4 Passenger Accommodations ...... 12 SECTION 5 CARGO ...... 13 5.1 Cargo with Passengers ...... 13 5.2 Dangerous Goods/Hazardous Materials (HAZMAT) ...... 13 SECTION 6 SEARCH AND RESCUE ...... 14 6.1 Search and Rescue/Medical Evacuation ...... 14 6.2 MEDEVAC / Medical Transport ...... 14 6.3 Emergency Notification ...... 16 6.4 Flight Operations and Training ...... 17 6.4.1 Training Flights / Normal Operations ...... 17 6.4.2 Fuel Planning ...... 17 6.4.3 Route of Flight ...... 18 6.5 Coordination ...... 19 6.6 Support to Third Parties in Distress ...... 19 6.7 Shell SAR Roles and Responsibilities ...... 19 SECTION 7 BARROW TERMINAL PROCEDURES ...... 21 7.1 Equipment Inspection...... 21 7.2 Baggage Cart Procedures ...... 21 7.3 Fixed-Wing Passenger Loading and Unloading Procedures ...... 21 7.4 Flight Line Passenger Escort Procedures ...... 21 7.5 Baggage Transfer Procedures ...... 22 7.6 Passenger and Baggage Processing Procedures ...... 22 7.7 Passenger Briefing ...... 23 7.8 S-92 Seating Diagram ...... 24 7.9 Helicopter Anti-Exposure Suit Zip-Up Policy ...... 24 7.10 Helicopter Loading and Unloading ...... 24 7.11 Vehicle Movement on the Flight Line ...... 25 7.12 Foreign Object Debris Control ...... 25 7.13 Snow and Ice Removal...... 26 7.14 Flight Tracking and Status Communication ...... 26 SECTION 8 SHELL ANCHORAGE TERMINAL PROCEDURES ...... 27 8.1 Passenger and Baggage Processing Procedures ...... 27 8.2 Passenger Briefing ...... 27 8.3 Flight Tracking and Status Communication ...... 27 SECTION 9 DUTCH HARBOR TERMINAL PROCEDURES ...... 28 9.1 Flight Line Passenger Escort Procedures ...... 28 9.2 Passenger and Baggage Processing Procedures ...... 28 9.3 Passenger Briefing ...... 28 9.4 Flight Tracking and Status Communication ...... 28 SECTION 10 IMMERSION SUITS, LIFE JACKETS, CLOTHING, AND HSSE ...... 29 10.1 Immersion Suits and Life Jackets ...... 29 10.2 Correct Clothing for Flying Offshore ...... 29 10.2.1 Year Around ...... 29 10.3 Hearing Protection ...... 29

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LIST OF APPENDICES APPENDIX A. FLIGHT LINE PPE ...... A-1 APPENDIX B. HELICOPTER PRIORITY MATRIX ...... B-1 APPENDIX C. AVIATION RADIO FREQUENCIES AND COMMUNICATIONS PLAN ...... C-1 APPENDIX D. AVIATION ACTIVITIES MATRIX ...... D-1 APPENDIX E. AVIATION TERMINAL CHECKLISTS ...... E-1 APPENDIX F. ACRONYMS ...... F-1 APPENDIX G. AVIATION TERMS ...... G-1 APPENDIX H. AVIATION MANUAL OF PERMITTED OPERATIONS ...... H-1

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INTRODUCTION AND PURPOSE This Aviation Logistics Operations Manual provides instructions, guidance, and information for the providers of Aviation Logistics services and their customers. These procedures provide guidance to operators, Offshore Installation Managers (OIMs), aircraft operators, passengers, security personnel, Vantage POB (VPOB) system operators/dispatchers, and all other personnel involved in the planning and operations of Shell’s Alaska Venture activities to avoid or reduce to a minimum aviation operation hazards, and utilize resources in a cost-effective way. These procedures shall be available to all personnel working with aviation operations.

Aviation Logistics is a part of the Logistics Services provided within the scope of the Shell Exploration and Production Company (Shell) Upstream Americas – Arctic (UAA) Alaska Venture and provides direct services to activities supporting Alaska Venture operations in Alaska. Services consist of helicopter, fixed-wing, and aviation terminal support for all operating bases within Alaska. The Aviation Activities Team, in the Maritime and Logistics Delivery Section for UAA, is charged with assuring the safe operation of all flights supporting offshore operations and activities. The Aviation Activities Team receives technical advice from the Alaska Aviation Contract Managers (Shell Aircraft International Limited (SAI) Technical Authorities) who provide aviation assurance and support to all Alaska Operations. The intent of this manual is not to conflict with or replace any existing legislation, contractual obligations, or guidelines issued by regulatory bodies or trade associations. Where installation or aircraft operators issue their own safety or operating procedures, at a minimum these procedures should be in accordance with national, international, and the Shell Group of Companies instructions, rules, and regulations.

These procedures will not cover normal passenger or cargo transport on commercial airlines regulated through national and international conventions.

ORGANIZATION OF OPERATIONS Alaska Maritime and Logistics Aviation activities are carried out by staff directly employed by Shell UAA and by contractor staff. The organization consists of operations as described below.

Anchorage, Alaska a. Aviation Activities Team Lead – Manages the execution of the 7-day Aviation Plan that is provided by the Integrated Activity Plan (IAP). Supervises the day-to-day activities of the Aviation Execution Team, which are located in the Anchorage office and at various remote field locations. Consults with the Aviation Contract Managers as needed to ensure compliance with Shell Group Requirements for Aircraft Operations (SGRAO). Manages and provides mentoring and coaching to direct reports. Assists in review of existing Logistics Procedures and initiates updates as required. Interfaces and works collaboratively with the Delivery Team and Simultaneous Operations (SIMOPS) to ensure safe operations. Accountable to the Maritime and Logistics Group for all actions and decisions taken in respect to aviation related matters. b. Aviation Resources Planner – Responsible for a continuous cycle of planning inputs for the IAP. c. Alaska Aviation Contract Managers – Provides aviation assurance and aviation contract management to the Alaska Venture. Shell Aviation Technical Authority (TA-2). Advises the Aviation Activities Team Lead and works closely with the aviation operators to ensure they are compliant with contractual terms. d. Journey Management Team Lead – Responsible for passenger processing for the Alaska Venture. Also responsible for planning the safe and efficient movement of personnel.

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Shell Anchorage Airpark a. Aviation Terminal Base Manager – Serves as the on-site aviation activities representative and the focal point for all aviation issues affecting operations at the terminal. The Aviation Terminal Base Manager interacts with aircraft contractors, Shell Anchorage office, local vessels, SIMOPS, and local and state aviation agencies. This person is the Shell Representative (Rep) at the aviation terminal. e. Northern Air Services (NAS) Terminal Manager – Responsible for the day-to-day operations of the terminal including the aviation ramp and vehicle parking lot area. The overall responsibility for safe terminal operation rests with the NAS Terminal Manager. f. Journey Management (JM) Rep – Responsible for monitoring all JM activities in the terminal and assisting NAS staff with passenger processing. Reports to the Alaska Shell JM Team Lead.

g. NAS Dispatcher – Responsible for the efficient and accurate processing of incoming and outgoing passengers. Manifests passengers and ensures weights are accurate and current. Provides information to the flight crews. Responsible for tagging baggage, as necessary, to sequence bags properly for Barrow helicopter operations. h. Security – Responsible for the screening of passengers and baggage at the assigned terminal to ensure compliance with applicable government and Shell policies. Processes personnel through the security checkpoint. Responsible for operating x-ray and magnetic screening equipment to ensure compliance. i. Shell Aviation Team Rep – Responsible for monitoring terminal activities and assisting the NAS Terminal Manager with Shell aviation related policies, guidelines, procedures, and safety requirements. The Shell Aviation Team Rep will be at the terminal on an as needed basis but available, as indicated, on a posted telephone protocol list. Reports to the Shell Aviation Activities Team Lead. Barrow, Alaska a. Aviation Terminal Base Manager – Responsible for to day-to-day operations at the aviation terminal. Serves as the on-site aviation activities representative and the focal point for all aviation issues affecting operations at the terminal. The Aviation Terminal Base Manager interacts with aircraft contractors, Shell Anchorage office, local camp, SIMOPS, and local and state aviation agencies. This person is the Shell Rep at the aviation terminal. b. Dispatcher – Responsible for the efficient and accurate processing of incoming and outgoing passengers. Manifests passengers and ensures weights are accurate and current, and then provides the helicopter crews with this information. c. Security – The security personnel assigned to the terminal are responsible for the screening of passengers and baggage to ensure compliance with applicable government and Shell policies. They will process personnel through the security checkpoint. They are responsible for operating x-ray and magnetic screening equipment to ensure compliance. d. Petroleum Helicopters, Inc. (PHI) Base Manager – Responsible for helicopter crew change operations in Barrow, as well as any flight, ground, and personnel issues as they relate to PHI. The PHI Base Manager is the focal point for coordination between PHI and the Aviation Terminal Base Manager. e. Construction Helicopters, Inc. (CHI) Base Manager – Responsible for helicopter search and rescue (SAR) operations in Barrow. The CHI Base Manager is responsible for flight, ground, and personnel issues as they relate to CHI. The CHI Base Manager is the focal point for coordination between CHI and the Aviation Terminal Base Terminal Manager.

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f. Eagle Safety Representative – Responsible for the maintenance of survival equipment for all passengers travelling offshore. Briefs all passengers on the use and wearing of all survival equipment particular to helicopter offshore operations in the Arctic. Assists passengers with the donning and doffing of survival equipment. g. Helicopter Landing Officer (HLO) – Responsible for the ramp parking area and preparing flight line personnel for arriving and departing aircraft. Reviews and mitigates parking area hazards prior to the landing of the aircraft. Responsible for the safe handling of passengers and baggage and the completion of any pre-operational checklists on associated equipment. Responsible for reporting any discrepancies to the Aviation Terminal Base Manager. h. Health, Safety, Security, and Environmental (HSSE) Technician (Tech)/Medic – The HSSE Tech/Medic provides medical care on an as-needed basis and functions as a Tier 2 medical professional for projects and locations. Typical time spent administrating medical care and maintenance of medical supplies is 5% - 10%. Responsible for providing support and guidance for work site HSSE performance and communicating all Shell HSSE policies to staff, transients and visitors. Additional roles include delivering orientation briefings, and reviewing Job Safety Analyses (JSAs). The HSSE Tech/Medic engages in all facets of HSSE proactive efforts. Additional roles and responsibilities may be found at the following site. Roles and Responsibilities. i. Materials Coordinator – Responsible for all cargo or non-passenger materials movement through the terminal. They will track all materials travelling offshore or returning from vessels, and ensure that all cargo is packaged and shipped in accordance with applicable regulations. Coordinates with the terminal dispatchers to facilitate and expedite the transport of these materials. Dutch Harbor, Alaska a. Aviation Terminal Base Manager – Responsible for to day-to-day operations at the aviation terminal. Serves as the on-site aviation activities representative and the focal point for all aviation issues affecting operations at the terminal. The Aviation Terminal Base Manager interacts with aircraft contractors, Shell Anchorage office, local vessels, SIMOPS and local and state aviation agencies. This person is the Shell Rep at the aviation terminal. b. Dispatcher – Responsible for the efficient and accurate processing of incoming and outgoing passengers. Ensures that passenger manifests to include weights, are accurate and current. Provides the aircrews with this information. c. Security – The security personnel assigned to the terminal are responsible for the screening of passengers and baggage to ensure compliance with applicable government and Shell policies. They will process personnel through the security checkpoint. Responsible for operating x-ray and magnetic screening equipment to ensure compliance. d. HSSE Tech/Medic – The HSSE Tech/Medic is responsible for providing support and guidance to the Port of Dutch Harbor for work site HSSE performance and communicating all Shell HSSE policies to staff, transients and visitors. Additional roles include delivering orientation briefings, and reviewing JSAs. The HSSE Tech/Medic engages in all facets of HSSE proactive efforts. Additional roles and responsibilities may be found at the following site. Roles and Responsibilities. e. Materials Coordinator – Responsible for all cargo or non-passenger materials movement through the terminal. Tracks all materials travelling offshore or returning from vessels, and ensures that all cargo is packaged and shipped in accordance with applicable regulations. Coordinates with the terminal dispatchers to facilitate and expedite the transport of these materials.

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Offshore Installations a. Shell will be working with six (6) offshore helideck installations during the 2015 exploration season. o Noble Discoverer – Drillship (Automated Weather Observation System [AWOS] equipped and contingency aviation fuel available)

o Polar Pioneer – Drillship (AWOS equipped and contingency aviation fuel available) o Nordica – Primary Ice Management o Fennica – Primary Ice Management o Sisuaq – Offshore supply vessel (OSV) o Aiviq – Anchor Handling / Secondary Ice Management (contingency aviation fuel available) b. OIM – Responsible for the infield operations, which includes constant radio communication, weather, traffic, and flight information between the installation and the aircraft. The OIM may demand the modification/termination of any operation he/she considers hazardous. This does not relieve the Pilot-in-Command (PIC) from their overall responsibility for the safety of the passengers, crew and aircraft.

c. Vessel Master – The Vessel Master, or sea captain, is a licensed mariner in ultimate command of the vessel and responsible for all crew, passengers and guests. Responsible for the safe and efficient operation of the vessel; includes cargo operations, navigation, crew management, and compliance with industry regulations and local and international laws. d. AIRCRAFT USED IN THE ALASKA VENTURE Sikorsky S-92A Helicopter

The S-92A is a twin engine, 18-passenger, three crew member, instrument flight rules (IFR) rated (Category A) helicopter manufactured by Sikorsky Aircraft Corporation (Sikorsky). The S-92A helicopter is configured with a four-bladed main rotor, a four-bladed canted tail rotor, and a tricycle landing gear. It has a maximum gross takeoff weight of 26,500 pounds (lbs).

The maximum (max) range is 539 nautical miles (nm) without fuel reserves. The helicopter dimensions are 68’6” in length, 17’11” in height, and a rotor diameter of 56’4.” The S-92 has a cruise speed of 142 knots (kts), best range speed of 137 kts, and max speed of 165 kts. The pictures above show a PHI crew change configured aircraft (yellow) and a CHI SAR configured aircraft (blue).

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DeHavilland DHC-8-100 (Dash 8)

The Dash 8 is a twin engine, 37-passenger, dual piloted, IFR rated fixed-wing aircraft manufactured by DeHavilland. The aircraft has a maximum takeoff weight of 36,300 lbs, a maximum landing weight of 34,500 lbs, and an allowable cabin limit of 8,400 lbs. The aircraft dimensions are an overall length of 73’0’’, height of 24’7’’ and wingspan of 84’11’’. Standard cruise speed is 269 kts, the range is 1,019 nm, and the service ceiling is 25,000 feet (ft). Beechcraft B1900D

The Beechcraft B1900D is a twin engine, 19-passenger, dual piloted, IFR-rated aircraft manufactured by Raytheon. The aircraft has a maximum takeoff weight of 17,120 lbs, a maximum landing weight of 16,765 lbs, and an allowable cabin limit of 4,375 lbs. The aircraft dimensions are an overall length of 57’10’’, a height of 14’11’’ and a wingspan of 57’11’’. Maximum speed is 284 kts, with a range of 869 nm and a service ceiling of 25,000 ft.

Saab 340B

The Saab 340B is a twin engine, 29- passenger, dual piloted, IFR-rated aircraft manufactured by Saab AB. The aircraft has a maximum takeoff weight of 29,000 lbs, a maximum landing weight of 28,500 lbs, an empty weight of 17,945 lbs, and an allowable cabin limit of 8,285 lbs. The aircraft dimensions are an overall length of 64’9’’, a height of 22’11’’ and a wingspan of 70’4’’. Maximum speed is 282 kts, with a range of 935 nm and a service ceiling of 25,000 ft.

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Aero Commander 690

The Aero Commander 690 is a twin engine, dual piloted, IFR rated fixed-wing aircraft manufactured by Rockwell. The aircraft has a maximum takeoff weight of 10,325 lbs, and a maximum landing weight of 9,675 lbs. This aircraft will primarily be used for ice overflight and Protected Species Observer (PSO) flights. The aircraft dimensions are an overall length of 44.35’, height of 14.95’ and wingspan of 46.55’. Standard cruise speed is 283 kts, the long range cruise range is 1,467 nm, and the service ceiling is 31,000 ft. AgustaWestland AW139

The AW139 is a twin engine, 12- passenger, dual piloted, IFR-rated (Category A) helicopter manufactured by AgustaWestland. The aircraft has a maximum range of 425 nm with a 30 minute fuel reserve. In the event of a water landing, emergency flotation and external life rafts will automatically deploy. The aircraft dimensions are 54’8” in length, 16’4” in height, with a 45’3” diameter rotor. It has a maximum cruise speed of 165 kts and a maximum gross weight of 14,992 lbs. Eurocopter EC-135

The EC 135 provides an outstanding work environment. There is room for up to six passengers plus the pilots when used as a crew change shuttle. It is 40’ long with a 33’ rotor diameter, a cruise speed of 137 kts and a max gross weight of 6,503 pounds.

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Eurocopter EC-145

The EC145 offers multi-mission capability in a medium-class, twin-engine helicopter. Its high-set main and tail rotors permits the EC145 to conduct safe rotors-turning ground operations. It is has a max. gross weight of 7,903 lbs., 43 feet long, has a 36’ rotor diameter, cruises at 133 kts and can carry 9 passengers.

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SECTION 1 OPERATING STANDARDS 1.1 Standards Aviation Logistics throughout Alaska operates in accordance with SGRAO, as detailed by the Standards & Guidelines for Aircraft Operations. These were developed due to the specialized nature of aircraft operations and the need to maintain adequate safety standards. SAI has established standards and guidelines for such operations that are fully aligned with the Group Business Principles and the Chief Executive’s guidance in this respect. The purpose is to enable Shell Companies and Operating Units to plan, develop and control in a safe and efficient manner the air transport operations best suited to their needs. The movement of passengers and cargo will be accomplished by using Safe Practices for Aviation Operations found in OPS0081.

1.2 Audit and Control The Alaska Venture has an agreement with SAI that covers support in maintaining and ensuring compliance with the standards detailed in SGRAO. SAI audits the local operators and makes recommendations regarding their use as contracted aviation providers. Decisions on which operators to use are then made by the Local Operating Unit (OU).

The Alaska Aviation Contract Managers, in coordination with SAI, manage findings and recommendations. The findings are managed through Q-Pulse, a software application with an audit management module.

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SECTION 2 FLIGHT OPERATIONS 2.1 Scope and Objectives This section describes the actions, procedures and processes related to daily flight operations and scheduling of helicopters.

2.2 Review of Flights and Flight Routing The manifests of passengers travelling to offshore installations are completed by the JM Team for the next day’s flights. Scheduled Saturday, Sunday and Monday flights are completed on the previous Friday. Terminal Dispatchers and Aviation Terminal Base Managers then review the passenger flights scheduled to and from offshore locations. Where possible, they combine flights and implement more effective routes for the passengers and freight.

2.3 Weather Considerations 2.3.1 Weather for Flight Planning Aircraft operators must take the weather information and forecasts into account when planning flights. Meteorological information may be available from automatic measurements on installations offshore.

2.3.2 Weather for Landings Helicopter operators require all relevant weather information one hour prior to departure time in order to complete flight plans and determine available payload. Vessel masters shall make meteorological and helideck motion information (SGRAO, Part 5, 3.3.2) available to the Integrated Operations Center (IOC) every morning for promulgation in the Alaska Master Logistics Report and as requested by the Aviation Activities Delivery Team.

2.4 Flight Schedule Confirmation During the daily 1700 SIMOPS teleconference, aircraft operators are advised of the scheduled number of flights for the following day. Aircraft operators are expected to inform the Aviation Terminal Base Manager of any changes to aircraft status at this time.

2.5 Subsistence Advisors and Routing The native population of the North Slope relies on hunting and fishing as a means of subsistence. It is important that all flights in support of the Shell Alaska Venture be conducted in such a way as to not interfere with these subsistence activities. The following paragraphs describe the coordination process between Shell assets and the local subsistence advisors. These procedures must be followed to ensure compliance with existing agreements.

2.5.1 Daily Subsistence Coordination Coordination between operators and Subsistence Advisors will also take place on a daily basis. Every morning at 0815, the Subsistence Advisor Teleconference will address the details of all planned flights and subsistence activity for that particular day. The Subsistence Advisor group, SIMOPS, the Barrow Aviation Terminal Base Manager, and representatives from the helicopter contractors will be present for this call. Due to the possibility of a conflict with subsistence activities, helicopter operators should have an alternate plan ready to brief during this meeting. Daily flight activities will be finalized during this meeting. Any deviation from the agreed upon flight schedule to include working areas, routing, altitudes, or takeoff and landing times WILL NOT be executed without approval through the subsistence advisor group and SIMOPS.

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2.5.2 Afternoon Subsistence Advisory Teleconference Flights scheduled to begin earlier than 0900 will be addressed at a supplementary 1500 teleconference the afternoon prior. Any changes must be approved prior to executing the planned flights. This approval will come from the subsistence advisory group and SIMOPS.

2.5.3 Subsistence Advisory Teleconference Minutes The lead Subsistence Advisor will publish and distribute minutes from each teleconference in order to confirm subsistence activity locations and any resolutions discussed during the meeting.

2.6 Operational Status of Offshore Helidecks Helideck status information shall be made available to the IOC every morning for promulgation in the Alaska Master Logistics Report and upon request by the Aviation Activities Delivery team. It is the responsibility of each OIM/Shell Rep aboard a helideck-equipped vessel/drilling unit to advise the Aviation Activities Team Lead and the Aviation Terminal Base Manager of any changes to the serviceability of the helideck and its associated equipment as soon as possible.

2.6.1 Helicopter Refueling System For offshore assets equipped with a helicopter refueling system, the OIM/Shell Rep is responsible for advising the Aviation Activities Lead and Aviation Terminal Base Manager of any changes to the refueling system’s serviceability as soon as possible.

2.7 Information for Customers Information on the current day’s schedules is supplied by the JM Team and/or the Terminal Dispatchers to the offshore installations, drilling units, and vessels and to the onshore business or planning units during normal operations mainly by phone but also through updating the VPOB information. Permitted passenger baggage and personal items will be in accordance with OPS 0081-PR02, Cargo, Baggage and Personal Items.

2.8 Untrained Passengers Passengers who have failed to complete Cold Water Helicopter Underwater Egress Training (HUET) will not be permitted to fly offshore in any Shell contracted helicopter.

Any questions regarding a variance will be directed to the Air Operations Branch Director at 907-646-7193 or. [email protected]. For full information regarding the variance process and other HUET related issues, click the following UA HUET Compliance procedure link: HUET Procedures.

2.9 Aircraft Marshalling Pilots are responsible for the taxiing and parking of their aircraft. In an effort to remove HSE risk exposure, terminal personnel, to include HLOs and HDAs, WILL NOT marshal taxiing aircraft on the parking ramp.

HLOs and HDAs will prevent any personnel or equipment from approaching the aircraft until it is shut down. This means when the propellers have stopped for fixed-wing aircraft and the rotors have stopped spinning on helicopters. The HLO will maintain visual contact with the pilots throughout the aircraft shut down procedure. Once wheel chocks are inserted by the pilots or aircrew, movement of baggage and boarding equipment may commence.

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SECTION 3 AIRCRAFT DIVERSIONS 3.1 Causes of Diversions The main cause of a flight diverting to an alternate airport is unsuitable weather at the destination airport. An airport closure or the condition of the aircraft may also cause a diversion.

3.2 Primary IFR Alternate Airfields The primary IFR Alternate Airfields that the crew change helicopters will be using are Wainwright and Atqasuk. In the event an aircraft diverts to the alternate location due to poor weather at Barrow, support plans are in place to provide food and overnight accommodations for the passengers and crew, as well as fuel for the aircraft.

3.3 Care of Passengers When a fixed-wing or helicopter flight diverts, the aircraft operator will normally arrange all requirements at the diversion point through its handling agents. The Aviation Activities Team Lead and/or the JM Team will coordinate arrangements for the passengers.

3.4 Repositioning the Aircraft If the reason for the diversion is likely to be temporary (e.g. weather forecast to improve, airport re-opens), then an attempt will be made to fly the aircraft to its required destination later that day. If weather remains unsuitable, the aircraft will return to home base at the earliest convenience the following day.

3.5 Aircrew Rest Periods Air crews require adequate rest periods, as required in the SGRAO. This may effect when the decision is made for an aircraft to remain overnight, or return to its home base.

3.6 Airport Hours of Operation The following airport operating times are for guidance only to assist in discussions with the aircraft operators. Current airport operating times are published in the IFR Supplement, Alaska Supplement and updated with Notice to Airmen (NOTAMs).

Airport Hours of Operation Ted Stevens Anchorage International Airport: Continuous Barrow Airport 0600-2030 Dutch Harbor Airport 0800-1630

3.6.1 Extending Airport Hours Extensions may be possible to airport operating times, in accordance with each specific airport’s policy. Extensions must be requested by aircraft operators, with the assistance of the Aviation Terminal Base Manager. These requests must be submitted to the appropriate authority with adequate time as may be necessary for approval.

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SECTION 4 FLIGHT DELAY OR CANCELATION PROCEDURES 4.1 Delay or Cancelation Notification The Aviation Terminal Base Manager will notify the appropriate installations if a significant flight delay or cancelation is expected. The Aviation Terminal Base Manager or lead dispatcher will pass these notifications to the offshore installation via phone, radio or e-mail, and follow this up with an e-mail to the OIM and onshore IOC with the reasons for delay.

4.2 Prioritization of Operations The Alaska JM Team, in coordination with the Aviation Resource Planner, has established a passenger, cargo, and sample priority list in accordance with project planning documents. See Appendix B for the Helicopter Priority Matrix.

4.3 Flight Rescheduling The JM Team will reschedule flights as necessary and inform the passengers, crew schedulers, and the aircraft operators of any impending changes. Shell passengers will be advised directly, contractor employees will be notified via their contract representatives.

4.4 Passenger Accommodations Where flights are delayed or diverted by weather or other reasons, the JM Team will arrange hotel accommodation and ground transport for all passengers and aircrew, in accordance with the Alaska Venture Journey Management Procedure (AK-HSE0073-PR01).

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SECTION 5 CARGO To describe how items are carried as air freight on scheduled and special flights.

5.1 Cargo with Passengers Comply with UA Implementation of SGRAO requirements and OPS0081.

5.2 Dangerous Goods/Hazardous Materials (HAZMAT) Comply with UA Implementation of SGRAO requirements and OPS0081.

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SECTION 6 SEARCH AND RESCUE 6.1 Search and Rescue/Medical Evacuation SAR and Medical Evacuation (MEDEVAC) coverage of the Chukchi Sea and North Slope operating area is provided by contracted support and a combination of local and national agencies. Throughout the rest of Alaska, Shell coordinates with the appropriate agencies to respond to any relevant events.

Shell has contracted with CHI to provide one (1) dedicated SAR-equipped Sikorsky S-92 helicopter and qualified aircrew on alert in Barrow, Alaska. The SAR flight crew will maintain an alert profile of 30-minute response time from notification to becoming airborne for the assigned emergency. SAR equipment includes hoist, radio direction finding (RDF) equipment, Forward Looking Infrared (FLIR) sensor and searchlight, and shall include a certified medic on board for all SAR/MEDEVAC flights.

Shell SAR Posture: • CHI will maintain the SAR helicopter and aircrew on alert at Barrow with a 30-minute response time from notification to becoming airborne. • The CHI Lead Pilot / Base Manager or respective PIC shall inform Shell’s SIMOPS Coordinator and the Shell Alaska Aviation Activities Team Lead immediately upon recognition that weather conditions, air crew member illness / injury, aircraft maintenance issue, or a facility restriction (e.g. broken hangar door controls, etc.) precludes a normal 30-minute SAR response / takeoff. • The CHI Lead Pilot / Base Manager or respective PIC shall notify Shell’s SIMOPS Coordinator and the Shell Alaska Aviation Team Lead when a normal SAR posture has been restored.

Other non-Shell SAR/MEDEVAC assets available in the Chukchi Sea and North Slope could include: • North Slope Borough (NSB), SAR Department primarily operated out of Barrow, Alaska. NSB SAR currently operates two (2), night vision goggle (NVG)-equipped Bell 412 helicopters (no hoist). NSB SAR also operates two fixed wing aircraft (Learjet 31A and Beechcraft King Air 350CER) capable of operating in icing conditions and high altitude flight. • USCG (District 17) will have periodic presence of HH-60J Jayhawk helicopters, HC-130 fixed- wing aircraft, as well as operation of an Icebreaker in the Arctic region. • Alaska Air National Guard may occasionally operate SAR capabilities in the region with a combination of HC-130 (fixed-wing) and HH-60G Pave Hawk (rotary-wing) aircraft. • Other organizations with aircraft that may contribute limited SAR capabilities could include the National Park Service, the Alaska State Troopers, and the Civil Air Patrol.

6.2 MEDEVAC / Medical Transport In the event of a required MEDEVAC or Medical Transport, SIMOPS, in consultation with the Medical Advisor and the Alaska Air Operations Supervisor, shall determine the appropriate means and timing of transportation to the necessary medical facility. The Alaska Air Operations Supervisor will be consulted and provide Aviation Assurance and oversight. Depending on the severity of the situation, location, weather factors, and available assets, SIMOPS may coordinate with the Alaska Activities Team Lead for:

• Use of SAR helicopter for immediate removal of patient • Transfer of patient to Air Ambulance • Medical Transport during scheduled crew-change activity • Commercial transport of patient with medical escort

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Due to the wide variety of factors influencing any situation, no standard SAR or MEDEVAC scenario can fully encompass the potential complications which may be present, however the Air Operations Supervisor will be included in the coordination of each medevac operation. Refer to the medevac decision tree:

Incident Occurs SIMOPS Tier 0, Immediately Personnel at Incident Site 907-382-4130 Assess Scene and Casualty

Obtain Casualty and Scene Details Notify • Location • # Injured personnel • Nature of injury / illness • Name, Age, Sex

Make Area + Casualty Safe • Cause of incident • Time of incident Provide Care • Incident contained / escalating, area secure? • Contact info of informant

Tier 1, < 4 minutes Contact Details for Tier 2 Call Out Designated First Aider Arrives Vessel Master Medical decision made and includes and Assesses Casualty input from combination of: TBD/TBD-XXX-XXXX • Site Medical Professional Project Shell Rep TBD– 907-XXX-XXXX • Remote Medical Support Provider Designated First Aiders: • Company Health Advisor Field Personnel Remote Medical Support : Treat Casualty Dr. John Hall – 907- 227-7860 NO Tier 2 Activation on Site Required? Iliuliuk Family and Health Services Clinic 907-581-1202 Anchorage Providence ER -907-261-3111 YES Shell AK Medical Unit Lead Ginger Macrander – 907-306-7082 Contact Vessel Medic Shell Company Health Advisor Tom Strawmyer 281-544-4240 Contact SIMOPS (Notification Diagram)

Tier 2, < 1 hour Contact Details for Tier 3 Call Out Tier 2 Professional arrives Medical decision made and includes and assesses casualty Vessel PIC/Shell Rep calls: input from combination of: • Site Medical Professional • Remote Medical Support Provider SIMOPS • Company Health Advisor 907-382-4130

Treat Casualty SIMOPS calls Air Operations NO Tier 3 Medevac on Site Required? Supervisor 907-646-7193 SAR Launch decision YES made and includes input Emergency Response from combination of: • Air Operations Activate Site Medevac Plan 911 Supervisor • CHI Base Manager Contact SIMOPS

Confirm transport to clinic/hospital is organized (as Medevac required)

Tier 3, < 4 hours Non- project related activities Confirm Casualty BU Health Advisor Medical decision made and includes Arrives at Hospital monitors progress input from combination of: • Remote Medical Support Provider • Company Health Advisor Continue Treatment • BU Health Advisor Tier 4 Medevac NO at Tier 3 hospital • Tier 3 Hospital Required?

YES

Tier 4 Confirm Casualty Arrives BU Health Advisor at specialist facility monitors progress

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6.3 Emergency Notification Control of callout for SAR missions is detailed in Shell’s Emergency Response Manual. It is the responsibility of the Alaska SIMOPS Coordinator, in concert with the Alaska Incident Commander and Alaska Air Operations Supervisor, to initiate Shell SAR Services and associated flight activities.

• If a need for SAR is suspected or confirmed, contact Shell’s SIMOPS Coordinator at (907) 382- 4130. • Specific roles and responsibilities for SAR Procedures are covered in AK-HSE0101-PR03 Alaska Search and Rescue Plan. • All non-training CHI SAR flights will be considered emergency operations. Emergency flights must be authorized by the Shell Incident Commander. • Emergency flights will be conducted only after coordination between the Lead Pilot, Alaska Air Operations Branch Director (Air Operations Supervisor), and the Shell Incident Commander. The Air Operations Duty can be reached 24-7 at (907) 646-7193. In the event that the Alaska Air Operations Branch Director cannot be reached, the emergency flight should not be delayed. The Aviation Activities Team Lead, with concurrence from the Incident Commander, may cancel or recall a flight at any time. All events involving minor mishaps, injuries, adverse passenger reports, malfunctions, or noise complaints shall be reported to SIMOPS as soon as practical. Following SIMOPS notification, CHI shall notify the Alaska Aviation Activities Team Lead. • Day or Night Visual Flight Rules/Visual Meteorological Conditions (VFR/VMC) Emergency - In the event that the CHI SAR helicopter is not available, the Alaska Air Operations Supervisor may consider a suitable alternative. Weather and fuel availability shall be considered. Fuel reserve requirements shall be observed. There must also be visual surface light reference, sufficient to safely control the helicopter at night. • Night Instrument Meteorological Conditions (IMC) Emergency – If the weather in the vicinity of the emergency is such that a VFR landing may be conducted, IMC flight to Barrow is permitted, if the requirements of the CHI Operations Manual are met. • In the event of an emergency response, CHI Dispatch must contact the NSB SAR below to inform them of emergency operations:

NSB SAR: (907) 852-2822 If no answer, call: NSB POLICE DEPARTMENT: (907) 852-6111

USCG 17th DISTRICT RESCUE COORDINATION CENTER (RCC): (800) 478-5555

• Third party requests for assistance will be directed through the USCG 17th District RCC (800) 478-5555. The parties requesting assistance may also contact SIMOPS directly. Shell’s SAR launch protocols will be followed as in paragraph A. above. This notification must not delay the launch of the SAR helicopter on a life threatening emergency mission.

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6.4 Flight Operations and Training The following guidance is in addition to, and shall not override any stipulations in Federal Aviation Administration (FAA) regulations, the SGRAO, or the CHI Operations Manual.

6.4.1 Training Flights / Normal Operations Normal Operations are considered dual pilot, twin-engine, day VFR/VMC training flights. If the CHI Operations Manual requirements are met, a day IMC training flight or night VFR/VMC training flight may be conducted from/to an airport with appropriate and properly functioning instrument approaches. The aircraft must be equipped with compatible navigation and instrument approach equipment.

Prior to flight, CHI will enter all scheduled departures and arrivals and will enter times into Shell’s VPOB system. In addition, CHI will enter the flight crew into VPOB.

The CHI Base Manager or respective PIC will inform the Alaska Aviation Activities Team Lead and the JM Team of all training flights. This notification should be in the form of an e-mail that covers an entire week. Changes to the schedule shall be approved by the Aviation Activities Team Lead and the request shall include the following:

1) Takeoff time

2) Estimated time enroute

3) Number of persons on board (POB)

4) Training to be performed

5) Flights outside of training and emergency flights must be approved outside of this process

Training outside of pre-agreed to locations between CHI and the NSB must be approved by Alaska Aviation Activities Team Lead and the Shell Regulatory Affairs Group.

Passengers will not be allowed on any SAR contracted aircraft. Exceptions must be approved by both the CHI’s Director of Operations and the Shell Alaska Aviation Activities Team Lead. Authorization must be approved in writing and the passenger’s name must be included on the flight. The CHI Base Manager will call in to the daily SIMOPS (907) 342-4130 meetings to discuss any limitations to response, vessel locations, and critical operations.

6.4.2 Fuel Planning Fuel for Training Operations Fuel shall be sufficient for the leg to destination plus:

1) Additional fuel based on United States (U.S.) Regulatory Requirements, or fuel to fly for 30 minutes at cruise speed at the planned altitude, or 10% of the planned trip fuel whichever is greater, plus;

2) Fuel for a missed approach at destination, plus transit and approach and landing at alternate, plus;

3) [Offshore operations] 10% for helicopters operating offshore, plus;

4) Fuel to fly for 30 minutes at holding speed at 1,500 ft above the destination, plus;

5) Extra fuel, at the discretion of the PIC.

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Fuel for Emergency Operations Fuel shall be sufficient for the leg to the rescue area and return to planned patient transfer point plus:

1) Additional fuel based on the rules of the State of the operator, or fuel to fly for 30 minutes at cruise speed at the planned altitude, or 10% of the planned trip fuel whichever is greater, plus;

2) Fuel to fly for 30 minutes at holding speed at 1,500 ft above the rescue area, plus;

3) Fuel to conduct the necessary hoist operations at anticipated hoist speed and interval for the number of anticipated survivors, plus;

4) Fuel for a missed approach at planned patient transfer point, plus transit and approach and landing at alternate, plus;

5) Extra fuel, at the discretion of the pilot in command.

Fuel considerations applicable for both Training and Emergency Operations: 1) A contingency shall also be allowed for start-up and taxi.

2) Fuel computations for the leg to the alternate should be calculated at the low altitude cruise fuel consumption if this is likely to be the case.

3) Holding fuel is computed at holding speed.

4) The above requirements are in addition to unusable fuel as listed in the aircraft Flight Manual.

6.4.3 Route of Flight All training flights should be planned to meet a 30-minute emergency launch response from Barrow with the necessary fuel load. Exceptions can be made, depending on vessel and aircraft operating locations, and must be approved by the Alaska Aviation Activities Team Lead.

The PIC shall ensure that the distance of overwater/offshore flight is minimized. Taking into consideration weather conditions and fuel requirements, the PIC shall remain overland for the maximum extent possible, and shall take the shortest offshore flight route to and from land, unless a different route is considered safer and necessary.

The route of flight chosen by the pilot-in-command shall ensure that a route of flight is chosen that overflies areas that are suitable for a forced landing, unless a different route is considered safer and necessary.

The proposed route of flight shall be recorded and left with the CHI Base Manager.

CHI will comply with Shell’s Conflict Avoidance Agreement (CAA). All VFR/VMC flights within the NSB, including offshore flights adjacent to the NSB, shall be flown at or above 1,500 feet above ground level (AGL). Regulatory VFR cloud clearance minima and visibility requirements still apply. Exceptions to this agreement are allowed for takeoff transition, approach, hover/hoist, landing transition, return to base in adverse weather (including icing and turbulence), and traffic avoidance and to training areas depicted in the NSB Land Management Permit.

Offshore SAR training flights may only depart the aircraft’s base airport when ceilings allow VFR/VMC flight at a minimum of 1,500 feet AGL. Flights may depart from non-base airports for return flights to the base airport when weather precludes flight at a minimum altitude of 1,500 feet AGL. For inland or near-shore training areas, as agreed to in the NSB Land Management Permit, the minimum enroute altitude is 500 ft, AGL and ceilings must allow for flight at that altitude.

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CHI’s Lead Pilot in Barrow must request a waiver of the 1,500 ft AGL rule through the Shell Alaska Aviation Activities Team Lead or Aviation Contract Manager, if training flights must be flown in order to maintain safe pilot / crew proficiency levels or qualifications. SAR and emergency flights may be flown without regard to the CAA altitude restrictions. Any such flights shall be documented for justification.

6.5 Coordination Shell SIMOPS and the Aviation Activities Team Lead shall coordinate SAR/MEDEVAC efforts with the appropriate agencies:

• The Alaska 11th Air Force RCC, operated by the Alaska Air National Guard, provides 24-hour rescue coordination capability in support of U.S. military and civil aviation SAR needs in the Alaska search and rescue region (SRR). Representing Alaska's federal inland search and rescue coordinator (south of the Brooks Range), the Alaska RCC serves as the single agency responsible for coordinating on-land and aviation federal SAR activities in the mainland of Alaska. • USCG District 17 (D17) has the primary responsibility to coordinate equivalent off-shore SAR efforts in Alaskan waters. • The NSB SAR Department has primary responsibility for on-shore SAR north of the Brooks Range, in agreement with USCG D17 and the Alaska RCC for shared resources.

6.6 Support to Third Parties in Distress Shell will assist with SAR Operations for Third Parties in distress on the North Slope of Alaska and in the Chukchi and Beaufort Seas. Shell will respond as appropriate to the following distress calls:

• Calls from NSB SAR • Calls from USCG • Calls from vessel representatives via Emergency Position Indicating Radio Beacon (EPIRB) notification • Direct calls from Third Parties in Distress

6.7 Shell SAR Roles and Responsibilities Shell Alaska Aviation Activities Team Lead:

• Ensure that this plan is being followed for all aviation operations in Alaska. • Ensure that flight tracking procedures are being followed for all flights contracted for Shell Operations in Alaska. • Appoint the Flight Monitor for every flight over the Chukchi or Beaufort Sea. • Mobilize air-based SAR when authorized by the Shell Alaska Incident Commander.

Shell Alaska SIMOPS Coordinator (as authorization by the Alaska Incident Commander): • Declare a traveling party to be missing. • Mobilize Air-Based SAR. • Suspend any activities, as necessary, according to SIMOPS Matrix and Aviation Manual of Permitted Operations (MOPO) protocols. The level of reduction in activities will be determined by the nature of the incident. Assets may be reassigned as directed.

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• Initiate the Alaska Incident Management Team, if needed. • Act as the Initial On-Scene Incident Commander and SAR mission coordinator.

Shell Alaska Incident Commander: • Appropriate agency notifications and reports are made. • Appropriate resources are mobilized, including nearby vessels and operators with rescue vessels. • Searches are declared to be suspended or terminated, in coordination with the SAR mission Coordinator. • All field events are carried out in a safe manner. • All family issues are handled appropriately. • Notifications are sent to Contractor Management for any contractor personnel on board a helicopter. • Press releases, if necessary, are handled in a timely and accurate manner through Shell Alaska’s Communication Team, coordinated with the vessel or aircraft owners and agencies as appropriate. • All claims, and potential claims, are handled properly. • Incident investigations are initiated as per Group and Regulatory guidelines. • Events are properly documented.

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SECTION 7 BARROW TERMINAL PROCEDURES The following procedures will be enforced to protect personnel or equipment from damage. It is the responsibility of all personnel to quickly identify and immediately stop any unsafe operations.

7.1 Equipment Inspection Vehicles and support equipment to be used for baggage and cargo handling must be inspected prior to use each day. Personnel involved in baggage and cargo handling at the Shell terminal will be briefed on these procedures before the start of each day’s operations. This is necessary as the scope of the day’s operation will dictate which equipment is used.

7.2 Baggage Cart Procedures Baggage carts will be pulled by an approved tow vehicle. The Vehicle Operator will not exceed 5 mph in the aircraft parking area. During all vehicle movements with the baggage carts, the vehicle is prohibited from crossing a line extending fore and aft from the wing tip to the front and rear of the aircraft at any time. For rotary-wing aircraft, this fore and aft line will extend from the tip path at the aircraft’s nine and three o’clock position. Personnel requirements are the same as those previously described in Section 7.1.

7.3 Fixed-Wing Passenger Loading and Unloading Procedures By the time passengers arrive in Barrow, some of them have been travelling for a long period of time. For this reason, prior to deplaning, designated ground personnel will board the aircraft and ensure that the passengers are reminded to use the hand rails while exiting the aircraft. It is the responsibility of terminal personnel to ensure ice and snow removal has been accomplished in the areas to be used by the ground crew, aircraft, and deplaning passengers. An adequate amount of traction substance must be applied to the path used by the passengers to decrease the risk of slipping on the ice while in transit.

HLOs and HDAs will assist the passengers in the deplaning process. Passengers will be escorted via the most direct path to the terminal safely away from any ground support equipment operating around the aircraft. Cones will be placed to mark this path. All personnel will be especially watchful for any items dropped by the passengers that could create a foreign object debris (FOD) hazard. Once all passengers are inside the terminal, ground personnel, in conjunction with the flight crew, will sweep the cabin to ensure that all personal items have been removed from the aircraft.

The boarding process will mirror the de-boarding process detailed above. One of the ground escorts will remain at the bottom of the stairs, to remind passengers to use the hand rails.

7.4 Flight Line Passenger Escort Procedures Due to the dynamic environment of the flight line, procedures are required to ensure the safety of passengers during their movements. It is important for safety and security reasons that no passengers be allowed unescorted on to the flight line at any time. Any violations of this policy must be stopped and immediately reported to the Aviation Terminal Base Manager.

Prior to any passenger movement on the flight line, all areas to be used by the passengers must be cleared of any ice, snow, or items which may impede their progress. During cold weather operations, there are several additional items which must be addressed.

The flight line area begins at the exterior door and stairwell of the terminal. All hand rails must be cleared of ice to ensure proper hand hold is available. The stairs will be cleared of any ice and snow to ensure proper traction. The potential for falling ice necessitates the removal of icicles from all overhang areas in the vicinity of passenger and ground crew transit areas.

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The path to the aircraft will be clearly marked with cones and should follow the safest and most direct route to the aircraft. During icy conditions, this path will also be covered with a sufficient amount of traction substance to reduce the likelihood of slips and falls.

It is the responsibility of the HLO/HDA personnel to accompany the passengers any time they are on the flight line. They will remain with the passengers until the flight crew takes control of them, once inside the aircraft.

7.5 Baggage Transfer Procedures The transfer of baggage can be executed using different methods (e.g., baggage conveyor, baggage carts, or hand carrying). Regardless of the method used, care must be taken to prevent injury to personnel or damage to aircraft and equipment. It is important to keep baggage in the proper order to ensure loading on the correct aircraft. Any deviation from these procedures must be approved by the Aviation Terminal Base Manager.

A “baggage transfer” will normally consist of the following procedure: fixed-wing charter to terminal, then terminal to crew change helicopter. As passengers return from offshore installations, this process will be conducted in reverse order. If helicopter flights are staged and waiting for the arrival of charter passengers, bags will be transferred directly, aircraft to aircraft.

Personnel at the Anchorage terminal will tag each bag to identify helicopter flight number, helideck, and final destination. If bags are to remain in the terminal prior to the commencement of helicopter operations, they will be grouped by flight number.

The process of unloading a fixed-wing aircraft will be accomplished in three parts. The first part is to position the baggage conveyor and baggage carts (see Sections 7.1 and 7.2 for specific instructions). The second part is to unload the aircraft’s cargo hold. Due to the confined nature of the cargo hold area, unusual body positioning may be required (caution shall be taken to prevent injury, proper lifting techniques still apply). The baggage will be removed from the cargo hold and placed on the conveyor for transfer to the ground level. The pace of the unloading should be such that personnel on the ground are able to easily and safely keep up with the supply of bags. It is the responsibility of everyone involved to stop the process if an unsafe condition is observed.

The third part of this process is to transfer bags by hand to the baggage cart. One person will verify the flight number tags to ensure bags transfer to the correct aircraft. Personnel will use proper lifting techniques to load the carts. Prior to lifting, baggage weight should be verified. Two people are required to lift any bag weighing over 50 lbs.

Once the first two crew change flights are segregated on the cart, they will be taken directly to the helicopters for loading. The remaining bags will be taken to the terminal to await loading for subsequent flights. During inclement weather, any bags that cannot be immediately loaded onto the helicopter will be taken inside the terminal; no bags will be left outside.

Baggage loading onto the helicopters will be done under the supervision of the helicopter crew chief. Once all bags are loaded, the cargo handling equipment will be returned to the parking area. Vehicle drivers are responsible for ensuring that the baggage carts and conveyor are clear of the aircraft movement areas and that any hand brakes and wheel chocks are applied.

7.6 Passenger and Baggage Processing Procedures This section is a general overview of the movement and flow of passengers through the terminal. More specific procedures can be found at this link: Passenger Processing Procedures (JMP). It is important for all terminal personnel to be familiar with the following process to ensure efficiency.

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On crew change days, a walk-through will be conducted approximately 1-2 hours prior to passenger screening to verify all procedures are in place and understood by all involved personnel. This timeline will allow for any changes which need to be made prior to commencing operations. Passengers arriving in Barrow on fixed-wing charter aircraft will be processed through the Shell terminal for their helicopter flights to offshore installations. Passengers scheduled depart offshore immediately upon arrival in Barrow will proceed directly to the helicopter briefing area. Baggage will be kept in a secure area separate from the passengers to prevent the need for additional screening. Baggage will only be returned to arriving passengers, in the event of an extended delay or cancellation of their flight offshore. Personnel arriving at the terminal will be screened by security, pass through a metal detector, and proceed into the briefing room. They will remain in the briefing room until their flight. Here they will watch required safety videos related to the aircraft and flight equipment. Restrooms and refreshments will be provided within this secure area. At the completion of the videos, passengers will don their immersion suits. To minimize the time passengers spend in their immersion suits, they will only don them after baggage is loaded on the aircraft and the pilots are ready for start-up. Once the pilots notify the Aviation Terminal Base Manager, the Eagle Safety representative will start and assist in the donning process. After all of the passengers have properly donned their suits, the HLO/HDA personnel will escort them to the aircraft.

7.7 Passenger Briefing All passengers or visitors of the Barrow aviation terminal will receive a brief on the terminal’s emergency equipment and evacuation plan.

Passengers or visitors travelling outside of the terminal (e.g., to the Barrow Camp) will also require an area orientation brief. This brief will include topics such as camp rules, marine mammal encounters, emergency procedures, and guidance for returning to the passenger terminal. It will be given upon arrival to the camp. As referenced in Section 7.6, prior to donning their immersion suits, passengers travelling offshore will receive two video briefings:

• The first video will cover aircraft specific emergency procedures like ditching, egress, and the location of emergency equipment. It is very similar to briefs delivered aboard commercial air carriers. • The second video will cover the donning and operation of the immersion suit. In addition to the suit itself, the video contains additional material that reviews the wearing and operation of the flotation vest and the re-breather. Other topics include the location and operation of other survival equipment on the vest and suit.

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7.8 S-92 Seating Diagram In order to maximize safety, the following seating diagram shall be used. It designates desired passenger seating locations with an “x.” In the event a ditching event occurs, the primary egress routes are through the four primary emergency exits indicated by the red arrows. Push-out windows by passenger seats are secondary exits. Passengers in size XXL suits (and above) shall be seated in the first and last row (green “x”) closest to the primary exits.

7.9 Helicopter Anti-Exposure Suit Zip-Up Policy Helicopter Anti-Exposure Suits shall be worn with hoods on and neck seal fully zipped during all critical phases of flight. Critical phases of flight are defined as any time the helicopter is below 1,500 ft over water or during the take-off/approach profile. Passengers shall have their suits zipped down to the collarbone and hoods off during the on deck loading and unloading phase. Hood removal during this phase will facilitate situational awareness for passengers and reduce trip hazard exposure. Once seated and buckled onboard the helicopter, hoods shall be donned and suits fully zipped prior to departure. Once established at cruise altitude above 1,500 ft AGL, passengers shall be notified by the helicopter crew chief with a visual indication that they are authorized to unzip their suit down to the collarbone (no lower) and remove their hood if desired. Prior to decent out of cruise altitude, the helicopter crew chief will again give a visual indication that it is time to don hoods and fully zip anti-exposure suits. The helicopter crew chief will make note of any individuals who do not comply with this procedure. Suits will remain zipped until the helicopter is safely on deck and passengers are given the OK to un-zip and remove hoods prior to helicopter debarkation.

• Warning: Without the hood donned and neck seal fully zipped, the Flight Commander II Anti-Exposure Suit will not provide a barrier to water penetration. With the integrity of the suit compromised, cold water survival time will be drastically reduced.

Non-Compliance: Non-compliance with the above detailed procedure shall result in the following actions.

1. 1st non-compliance shall result in notification of the passenger’s employer and/or line manager for necessary counselling. 2. 2nd non-compliance shall result in disciplinary action to include being ineligible for future Shell AK offshore helicopter flights. 7.10 Helicopter Loading and Unloading The loading and unloading of passengers and baggage will be conducted under the supervision of the helicopter crew chief. All ground personnel will assist in the loading and unloading of the helicopter with the direction of the crew chief.

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7.11 Vehicle Movement on the Flight Line The movement of vehicles on the flight line is necessary to conduct successful operations. There are certain procedures that are required by the airport in order to operate on the flight line, as well as terminal specific procedures that must be followed. Any violations of these procedures may result in revocation of driving privileges.

Vehicles with permitted access to the flight line require an identifying sticker and must be outfitted with an exterior-mounted amber safety light. Daily inspection of the vehicle is required to ensure all mechanical functions and safety equipment is in working order. The security of objects on the vehicle must also be inspected to ensure that nothing falls off and becomes FOD as described in subsection 7.12. Vehicle discrepancies must be communicated to the Aviation Terminal Base Manager immediately.

FAA rules and regulations govern vehicle operations on the flight line. Flight line drivers must attend training and pass a test, prior to approval. Drivers cannot exceed 5 mph in the aircraft parking area. This will be enforced by all terminal personnel. If any vehicle is exceeding this speed, stop the driver and explain the rule to them. This applies to terminal use vehicles and external vehicles as well. Any violations should be reported, to the Aviation Terminal Base Manager, as soon as possible.

Snow and ice accumulation are probable during the operating season. During these times, loss of traction and increased stopping distance are likely. Extreme care must be used to ensure safe vehicle operations. 7.12 Foreign Object Debris Control The FAA defines FOD as any object, live or not, located in an inappropriate location in the airport environment that has the capacity to injure airport or air carrier personnel and damage aircraft. FOD and its results can be greatly reduced by following well known and established procedures.

Every day, prior to the commencement of flight operations, a FOD walk will be conducted in the aircraft parking area, weather permitting. Personnel with flightline authorization, who are assigned by the Aviation Terminal Base Manager, will attend this event. Everyone will walk slowly, double arms interval apart, in a line abreast formation. They will look down and stop and pick up any debris they discover on the ground. One person will walk back and forth across the line to collect the debris recovered. Once the line of personnel reaches the edge of the parking area, they will reorient and repeat the process until the entire area has been covered.

One person will conduct the FOD walk as leader. This person is responsible for maintaining alignment of the other personnel. They will also monitor to ensure that all personnel are attentive and prevent any unsafe conditions from occurring from external sources.

Vehicle and support equipment have been shown to be a large contributor to the FOD hazard. That is why it is important to conduct a thorough inspection of support equipment prior to use. Any loose or missing hardware must be accounted for and repaired prior to use. This will be the same procedure for vehicles.

To prevent personnel from introducing FOD into the flight line environment, the following procedures must be adhered to. Personnel will remove any loose items on their bodies to prevent them from falling off or being blown off by turning aircraft. Personnel will also remove all loose items from their unsecured pockets which may fall out and become a FOD hazard.

Personnel should also be aware of the areas surrounding the aircraft parking area. Items in these areas may become a FOD hazard during high winds, or from engine and rotor wash. These items must be secured or removed from the surrounding areas. If the items are outside the Shell terminal area, contact the Aviation Terminal Base Manager to coordinate removal of these items.

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7.13 Snow and Ice Removal Snow and ice removal will be accomplished by a joint effort between the airport operator and the contracted helicopter company. For Barrow, the Alaska Department of Transportation will provide snow removal services on the flight line and taxiways. The areas immediately around the terminal, hangar, and office space area will be the responsibility of PHI and Frontier Flying Service.

7.14 Flight Tracking and Status Communication The constant flow of information is critical to the success of offshore aviation activities. For this reason, it is important to establish procedures to ensure that flow exists. The following procedures are generic in nature; it may be necessary to increase or decrease the number of people involved depending on the complexity of the situation.

The following entities will be included on all crew change related emails. They include but are not limited to: SIMOPS, Aviation Activities Team Lead, Journey Management, IOC/Voyage Control, North Slope Communication Centers, aircraft company dispatchers, vessel Shell representatives, vessel master/bridge, Aviation Terminal Base Managers and the aircraft base managers. This list is the minimum to ensure that all involved are kept up to date.

The Aviation Terminal Base Manager will provide an email notification with a general timeline prior to commencing daily flight operations. This serves to prepare the receiving vessel(s) and all participating entities. Another email shall be sent 30 minutes prior to any helicopter launch providing an estimated time of departure (ETD) from Barrow. The Aviation Terminal Base Manager will request helideck reports and/or weather observations from the receiving vessel and pass them on to the appropriate aircrew. Just prior to launch, the Aviation Terminal Base Manager will contact SIMOPS to request clearance for launch. When the aircraft launches, give the departure time, number of souls on board, and estimated time in route via email. The receiving vessel shall notify the Aviation Terminal Base Manager when the aircraft arrives and departs. The Aviation Terminal Base Manager will relay this information to SIMOPS and the JM Dispatcher.

Approximately 15 minutes prior to arrival in Barrow, the helicopter pilot should make a blind radio call requesting fuel if necessary. The aircraft may call for fuel with Flight Service Station (FSS) while on approach. The Aviation Terminal Base Manager should send out another email once the aircraft returns to Barrow. This information flow will continue with each subsequent flight. The last email will be sent at the completion of flight ops with a summary of the day’s results.

There are three methods available to contact the vessel and aircraft during operations:

• Email: Although this is a prime method of communication, aircraft do not have that capability in- flight. • Radio: Aircraft may be called via the radio directly from the terminal, or indirectly via the vessel or the communication centers along the coast. Radio may not be effective for communicating to vessels distant from shore. • Satellite phone (Sat Phone): Both aircraft and vessels are capable of contact via this method.

Flight tracking can be monitored in near real time with Advanced Data Acquisition Manager (ADAM). It is a GPS based tracking program that allows multiple personnel to monitor aircraft progress. It is also a useful tool to verify the location of the receiving vessel prior to launch, and simplifies flight planning for the aircrew.

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SECTION 8 SHELL ANCHORAGE TERMINAL PROCEDURES NAS will have overall responsibility for managing all the requirements of this Section, at a minimum. However, NAS may supplement the requirements with additional HSSE and aviation specific safety written rules and procedures. The following procedures will be enforced to protect personnel or equipment from damage. It is the responsibility of all personnel to quickly identify and immediately stop any unsafe operations.

8.1 Passenger and Baggage Processing Procedures Passenger and baggage processing procedures will follow the guidelines as outlined in the following link: Passenger Processing Procedures (JMP).

8.2 Passenger Briefing Passengers will be briefed on normal and emergency terminal procedures while at the Anchorage terminal. This brief will include safety procedures while moving to and from the aircraft. Aircraft specific safety instructions will be conducted by the flight crew aboard the aircraft. 8.3 Flight Tracking and Status Communication The constant flow of information is critical to the success of offshore aviation activities. For this reason, it is important to establish procedures to ensure that flow exists. The following procedures are generic in nature; it may be necessary to increase or decrease the number of people involved, depending on the complexity of the situation.

The following entities will be included on all crew change related emails. They include but are not limited to: SIMOPS, Aviation Activities Team Lead, Shell Aviation Team Representative, Journey Management, IOC/Voyage Control, North Slope Communication Centers, aircraft company dispatchers, vessel Shell representatives, vessel master/bridge, and the aircraft base managers. This list is the minimum to ensure that all involved are kept up-to-date.

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SECTION 9 DUTCH HARBOR TERMINAL PROCEDURES The following procedures will be enforced to protect personnel or equipment from damage. It is the responsibility of all personnel to quickly identify and immediately stop any unsafe operations.

9.1 Flight Line Passenger Escort Procedures Due to the dynamic environment of the flight line, procedures are required to ensure the safety of passengers during their movements. It is important for safety and security reasons that no passengers be allowed unescorted on to the flight line at any time. Any violations of this policy must be stopped and immediately reported to the Aviation Terminal Base Manager.

Prior to any passenger movement on the flight line, all areas to be used by the passengers must be cleared of any ice, snow, or items which may impede their progress. During cold weather operations, there are several additional items which must be addressed.

The flight line area begins at the exterior door and stairwell of the terminal. All hand rails must be cleared of ice, to ensure proper hand hold is available. The stairs will be cleared of any ice and snow, to ensure proper traction. The potential for falling ice necessitates the removal of icicles from all overhang areas in the vicinity of passenger and ground crew transit areas.

The path to the aircraft will be clearly marked with cones and should follow the safest and most direct route to the aircraft. During icy conditions, this path will also be covered with a sufficient amount of traction substance to reduce the likelihood of slips and falls.

It is the responsibility of the ground support personnel to accompany the passengers any time they are on the flight line. They will remain with the passengers until the flight crew takes control of them once inside the aircraft.

9.2 Passenger and Baggage Processing Procedures Passenger and baggage processing procedures will follow the guidelines as outlined in the following link: Passenger Processing Procedures (JMP).

9.3 Passenger Briefing All passengers travelling to Dutch Harbor will receive a brief upon arrival. It will cover any specific and relevant information to the terminal and surrounding area.

9.4 Flight Tracking and Status Communication The constant flow of information is critical to success in off shore aviation activities. For this reason it is important to establish procedures to ensure that flow exists. The following procedures are generic in nature. It may be necessary to increase or decrease the number of people involved depending on the complexity of the situation.

During crew change, the following entities will be included on all emails regarding operations. They include, but are not limited to, the following: SIMOPS, Aviation Activities Team Lead, Journey Management, Voyage Control, The aircraft company’s dispatch, and the receiving vessel. This list is the minimum to ensure that all involved are kept up to date with activities.

Flight following in near real time is provided by ADAM. It is a GPS based tracking program that allows multiple personnel to monitor the aircraft progress.

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SECTION 10 IMMERSION SUITS, LIFE JACKETS, CLOTHING, AND HSSE 10.1 Immersion Suits and Life Jackets Helicopter Cold Weather Survival (CWS) suits or, life jackets, and re-breathers are used for ALL offshore flights in support of the Alaska Venture. These are supplied and maintained by Eagle Safety under a Shell contract. Further information regarding immersion suits and their use can be found here: SGRAO Section 2 Appendix 15

Passengers flying offshore are equipped with Mustang Flight Commander II immersion suits with integrated thermal liner, inflatable life vest, splash shield, re-breather, and personal locator beacon. All passengers will watch a video regarding the donning and function of the suit and its associated safety equipment.

Passengers will wear their immersion suits fully zipped up during all phases of off-shore flights.

*NOTE: Smoking is not permitted when wearing a survival suit.

10.2 Correct Clothing for Flying Offshore Because the water temperature of the Chukchi Sea is on average = < 5 degrees Celsius, the following clothing recommendations are made:

10.2.1 Year Around • Shirt – Long sleeved • Long Trousers • Or Long sleeved Jumper/coveralls • Three layers of clothing

The above is an Industry wide requirement to satisfy HSSE guidance on survivability, in the event of a helicopter ditching in water. These layers will provide the passenger adequate thermal protection from cold- shock and hypothermia if you enter the water. If passengers arrive at the check-in location not wearing the correct clothing, they will be asked to comply before boarding. Shoes suitable for walking over the airport, hard standing, and walking over the helideck must be worn with the suits. Periodic spot checks will be carried out at all locations to ensure staff is wearing the correct clothing. Slippers, sandals, rig boots, Crocks, and flip-flops are not acceptable footwear.

10.3 Hearing Protection Airport staff is asked to check that all passengers wear earplugs between the departure lounge and boarding the helicopter.

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APPENDIX A. FLIGHT LINE PPE

The following is a list of PPE required by all personnel working on the flight line. Additional requirements may be made, at the discretion of Aviation Terminal Base Manager.

Vest: A reflective vest is required to be worn at all times on the flight line.

Eye Protection: HLOs and HDAs working on the flight line must have goggles or safety glasses in their possession at all times. They must comply with ANSI Z87.1. Eye protection must be worn by HLOs and HDAs at all times during flight operations.

Hearing Protection: HLOs and HDAs must have over-ear hearing protection in their possession on the flight line. This protection must be worn by HLOs and HDAs when working around any operating auxiliary power unit (APU), engine, or turning helicopter.

Foot Protection: HLOs and HDAs must wear steel-toed boots when working on the flight line. This footwear must comply with ASTM F2412 and ASTM F2413.

Arctic Gear: The following PPE is recommended for use during cold and inclement weather:

• Warm hat • Hard hat liner • Face mask • Thermal underwear • Sock and glove liners • Sweaters/hooded sweatshirts • Polar fleece or insulated jacket • Polar fleece or insulated pants • Hooded parka • Wind pants or insulated bib • Heavy duty socks • Insulated boots • Heavy duty/insulated gloves

*NOTE: Cell phone use is prohibited on the flight line in close proximity to actively operating aircraft.

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APPENDIX B. HELICOPTER PRIORITY MATRIX

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APPENDIX C. AVIATION RADIO FREQUENCIES AND COMMUNICATIONS PLAN

The following procedures do not supersede or replace FAA rules and regulations on aviation communications. All pilots flying in support of the Shell Alaska Venture should be familiar with regional specific procedures published in the FAA’s Supplement Alaska. Special attention shall be given to the following Supplement Alaska sections: Communications and Position Reporting (p.296) and Air Defense Identification Zone Procedures (p.484).

SHELL ALASKA OPERATIONS FREQUENCIES: Shell Base: 131.1 megahertz (MHz) (pending approval) Offshore Common: 122.8 MHz Maritime Common: 156.8 MHz (Channel 16) Polar Pioneer AWOS: 118.15 MHz Noble Discoverer AWOS: 118.65 MHz (pending approval)

EMERGENCY FREQUECIES: Guard/International Air Distress: 121.5 MHz Maritime (short range): 156.8 MHz (Channel 16)

All aircraft flying in support of Shell Alaska Venture operations will:

• Contact Barrow Aviation Terminal Base Manager on “Shell Base” approximately five minutes prior to departure from Barrow, and following arrival. Contact the Aviation Terminal Base Manager via telephone from all other North Slope airfields.

• Monitor “Offshore Common” when flying offshore outside of Barrow’s Class E airspace.

• Monitor “Guard” in accordance with Communications and Position Reporting, Supplement Alaska (p.296).

• Contact destination vessel on “Offshore Common” (primary) or “Maritime Common” (secondary) approximately ten minutes prior to arrival

The Barrow Aviation Terminal Base Manager will notify SIMOPS and COM CENTER:

• Upon takeoff and landing of all Shell aircraft at Barrow and all other North Slope airfields.

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APPENDIX D. AVIATION ACTIVITIES MATRIX

ANCHORAGE BARROW DUTCH HARBOR AVIATION ACTIVITIES SAR Helicopter Operations and N/A CHI N/A Maintenance Crew Change Helicopter Operations N/A PHI N/A and Maintenance PSO Aircraft Operations and N/A Clearwater Aviation N/A Maintenance Charter Aircraft Operations and Ravn / Penair N/A N/A Maintenance Facilities Mobilization and Shell Infrastructure / Aviation Shell Infrastructure / Aviation Shell Infrastructure / Aviation Demobilization Activities / NAS Activities / UMIAQ Activities Aviation Operations Management, NAS Shell Logistics Delivery (Aviation NAS Oversight, Activities) Facilities Maintenance and Repairs NAS Ravn City of Dutch Harbor Materials Management, Coordination, Shell Logistics Delivery (Materials) Shell Logistics Delivery (Materials) Shell Logistics Delivery (Materials) Tracking and Shipping Passenger and Baggage Processing NAS Shell Logistic Delivery (Journey NAS (check in, weight, manifest) Management) + NAS VPOB Input and Management Shell Logistics Delivery (Journey Shell Logistic Delivery (Journey Shell Logistic Delivery (Journey Management) + NAS Management) + NAS Management) + NAS Physical Security Purcell Security Purcell Security Purcell Security In Terminal Badging N/A Purcell Security / Aviation Terminal N/A Base Manager Passenger and Baggage Security Purcell Security Purcell Security Purcell Security Screening Exposure Suit and Briefing N/A Eagle Safety Eagle Safety HSSE Services Beacon Beacon Beacon Snow and Ice Removal Department of Transportation/ DoT / Frontier Flying Service DoT (DoT) / NAS Crash, Fire and Rescue Services DoT DoT DoT Aircraft Fueling Ravn / PenAir Ravn / PenAir / PHI / CHI Ravn / PenAir Aircraft De-ice Ravn Ravn Ravn Aircraft Marshalling Respective Operator, Ravn/ PenAir Respective Operator, CHI/ PHI/ Respective Operator, Ravn /PenAir Ravn Baggage Handling NAS UMIAQ / Cenergy – Helos NAS- NAS FW Cleaning Services NAS UMIAQ City of Dutch Harbor Operating and Maintaining Hydropad N/A Cenergy / Umiaq N/A / Water System Food Services NAS / Vend Alaska / Responsible TBD - UMIAQ (also Camp) N/A Operator Waste Management NAS Shell Waste Management Shell Waste Management Communications, Cable and IT NAS ASTAC Shell Infrastructure Services

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APPENDIX E. AVIATION TERMINAL CHECKLISTS

VEHICLE INSPECTION SATISFACTORY ITEM & CHECK RECOMENDATIONS NOTES YES NO 1 HEADLIGHTS: Both high and low beams operational? 2 BEACON: Is rotating beacon operational? 3 BRAKE LIGHTS: Operational, lenses intact? 4 TAIL LIGHTS: Operational, lenses intact? 5 TURN SIGNALS & PARKING LIGHTS: Operational front & rear? 6 FOUR-WAY EMERGENCY FLASHERS: Operational front & rear? 7 BACKUP LIGHTS: Operational?

8 LICENSE PLATE LIGHT: Operational? 9 TIRES: At least 1 millimeter (mm) of tread over entire traction surface, free of breaks or cuts? Properly inflated? Spare tire, jack, lug wrench, etc. available? 10 WINDSHIELD & WINDOWS: Not cracked, broken or scratched to the degree that impairs vision? 11 WINDSHIELD & WIPERS: Both wipers present, good blades and operational? 12 MIRRORS: Outside and inside not cracked? 13 BUMPERS: Not bent or damaged in-a-way that would be hazardous? 14 SEAT BELTS: Sufficient number of seat belts for all passengers? Serviceable? 15 BRAKES: Operational?

16 BRAKE FLUID: Filled to appropriate level? 17 PARKING BRAKE: Adjusted to prevent movement when engaged? 18 EXHAUST SYSTEM: Free of leaks? 19 HORN: Functional? 20 DEFROSTER: Operational? 21 EMERGENCY EQUIPMENT: First Aid Kit, flashlight, warning triangle, fire extinguisher, blanket, flares, shovel, chains, tools, etc. 22 HAZARDOUS MATERIALS IN CAR: (i.e., oil, gas, antifreeze) ensure in approved containers.

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DAILY TERMINAL OPERATIONS

YES NO COMMENTS

A1 Terminal walk around inspection

A2 FOD Walk

A3 Flight Schedule Printed/Posted/ Accessible

A4 NOTAMS, weather and airfield hours reviewed

A5 Helideck reports received from applicable vessels

A6 0815 subsistence advisory teleconference

A7 Passenger Manifests completed and printed

A8 )Security Equipment ops checked

A9 Support equipment ops checked

A10 Enough serviceable survival suits to meet today’s demand

A11 Safety video ops checked

A12 Is PPE serviceable/available for employees

A13 Hearing protection available for passengers

A14 Water available in terminal? SIMOPS and Comm Center contacted regarding takeoff A15 and landing of Shell aircraft

A16 Pilots make required comm reports throughout flight

Did crew report any subsistence conflict, sea mammal A17 sighting or HSSE incident?

A18 1500 Subsistence Advisory Teleconference

A19 1630 MoM teleconference Tomorrow’s flight schedule and manifests reviewed and A20 promulgated A21 Spike room inspection and restocked A22 Waste properly collected and sorted A23 Incident reports to submit to HSSE A24 Did any personnel STOP work today?

Should anyone be recognized for a safety intervention or A25 accomplishment?

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MOBILIZATION WHO'S RESPONSIBLE DUE TRAINING REQUIRED TO FACILITATOR COMPLETED? PERSON DATE ATTEND? A1 Bundle Training Journey Management All Shell/Contractors Shell Training Superintendent North of Fairbanks Coordinator A2 In-field Leadership Training Aviation Contract Field Leadership at Aviation Contract (IFLT) Manager location Manager A3 Thinking driver training Aviation Terminal All Aviation Staff Locally Shell Base Manager Shell/Contractors with approved driving privilege provider A4 Air Operations Area (AOA) Aviation Terminal All Aviation Terminal DoT in Barrow training and badges Base Manager Staff A5 STOP Work Aviation Terminal All Aviation Terminal Shell Training Base Manager Staff Coordinator A6 Shell Online University: Ethics, Aviation Terminal All Shell and Core IRM, Conflicts of Interest. Base Manager Contractor Staff A7 Waste Management "Boot Camp" Aviation Activities Aviation Terminal Shell Waste Team Lead Base Manager, Management Aviation Contractor Team Lead Maintenance Leads A8 International Air Transportation Aviation Activities Aviation Terminal Association (IATA) Team Lead Base Manager, Transportation of Dangerous Dispatchers Goods A9 HDA Training Aviation Terminal UMIAQ Local Hires Trained HLOs Base Manager A10 Tug Driver operator Training Aviation Terminal UMIAQ Base Manager A11 Zoom Boom operator Training Aviation Terminal UMIAQ Base Manager A12 VPOB Training Journey Management Dispatchers Team Lead

A13 Aircraft specific training Aviation Contract Barrow DOT Aircraft Aviation Manager Rescue and Fire Contractors Fighting (ARFF) Crew A14 Methods to monitor track and Aviation Contract Aviation Activities Aviation approve crew day extensions Manager Team lead Terminal Base Manager A15 Water filtration/distillation system Aviation Terminal Aircraft Maintainers / Trace Worldwide use/maintenance Base Manager UMIAQ A16 Incident Command System 100- Aviation Activities Aviation Terminal 300 Team Lead Base Managers A18 X-Ray Machine Safety Training Aviation Terminal Aviation Terminal Purcell Base Manager Staff

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MOBILIZATION WHO'S RESPONSIBLE DUE IT / COMMS REQUIRED TO FACILITATOR COMPLETED? PERSON DATE ATTEND? B1 Very High Frequency (VHF) radio Aviation Terminal PHI present and operable Base Manager B2 SAT phone present, operable, and Aviation Terminal Shell Comm with new SIM card Base Manager Contractor (Martin Stewart) B3 Printer/copier/fax present, Aviation Terminal operable, and installed on Shell Base Manager network B4 Cable, Internet, phone operable Aviation Terminal ASTAC (Term, Hangar and ATCO) Base Manager

B5 Regulatory Affairs Kindle checked Aviation Terminal Regulatory out and updated Base Manager Affairs B7 VPOB operable Aviation Terminal Journey Base Manager Management B8 Contact list for all vessels and Aviation Terminal Delivery Team Barrow Personnel available Base Manager B9 Comm Plan and Frequency List Aviation Terminal Shell Comm available Base Manager Contractor (Martin Stewart) B10 Create a list of commonly used radio Aviation Terminal frequencies Base Manager B12 Baggage Tags updated and available Aviation Terminal Base Manager

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MOBILIZATION WHO'S RESPONSIBLE DUE SAFETY REQUIRED TO FACILITATOR COMPLETED? PERSON DATE ATTEND? C1 Defibrillator present and inspected Aviation Terminal Beacon Base Manager C2 Fire extinguishers present and Aviation Terminal Beacon inspected Base Manager C3 Water coolers present and operable Aviation Terminal UMIAQ Base Manager C4 High visibility vests present and Aviation Terminal serviceable Base Manager C5 Ear plugs stocked Aviation Terminal Base Manager C6 Ear muff hearing protection present Aviation Terminal and serviceable Base Manager C7 Work gloves present and serviceable Aviation Terminal Base Manager C8 Passenger safety video present and Aviation Contract PHI updated Manager C9 Survival/exposure suit video present Aviation Contract Eagle Enterprises and updated Manager C10 Survival/exposure suit briefing Aviation Contract Eagle Enterprises rehearsed with all key points Manager emphasized

C11 Helicopter Hazard Area Posters Aviation Terminal PHI posted in Briefing Room Base Manager C12 Survival/exposure suit storage area Aviation Terminal Eagle Enterprises identified and clean Base Manager C13 STOP cards/sign posted in visible Aviation Terminal Beacon location Base Manager C14 Terminal/area orientation briefing Terminal Focal Point current and rehearsed C15 Medical Kits present and inspected Aviation Terminal Beacon for completeness and expiration of Base Manager items C16 Eye wash bottles present and Aviation Terminal Beacon inspected Base Manager C17 Emergency action/comm plan Aviation Terminal posted Base Manager C18 Lifesaving rules posted Aviation Terminal Base Manager C19 Emergency evacuation plan posted Aviation Terminal Base Manager C20 Hard hats and Safety Glasses Aviation Terminal Base Manager C21 Orange cones Aviation Terminal Base Manager C22 Eye wash bottles and stations Aviation Terminal inspected in Hangar Base Manager C23 Tool boxes shadowed and Aviation Contract Aviation inventoried in Hangar Manager Contractors C24 Spill Kits inspected and inventoried Aviation Terminal Aviation Base Manager Contractors

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MOBILIZATION WHO'S RESPONSIBLE DUE SAFETY REQUIRED TO FACILITATOR COMPLETED? PERSON DATE ATTEND? C25 Utility Closets inspected (Terminal Aviation Terminal ERA (RAVN) and Hangar) Base Manager C26 All consumable items checked for Aviation Terminal expiration date Base Manager C27 Ensure Aviation Operators have Aviation Contract PHI/CHI reviewed their company Hazard Manager Register for operations in Barrow and understand their roles and responsibilities

C28 Ensure Divert Fuel resupply plan is Aviation Contract PHI/CHI in place for Wainwright/Atqasuk Manager C29 Ensure Local Aviation Operators Aviation Contract PHI/CHI have local QA program in place for Manager Barrow C30 Ensure local documentation of Shell Aviation Contract PHI/CHI lifesaving rules training is available Manager

C31 Ensure no maintenance shelf life Aviation Contract PHI/CHI items are expired and inventories are Manager being conducted.

C32 Ensure documentation on hand Aviation Contract PHI/CHI showing aircraft pubs are in date. Manager C33 Ensure spare hoist available in Aviation Contract CHI Barrow for SAR aircraft Manager C34 Ensure proper tool available for oil Aviation Contract PHI/CHI can opening (no screwdrivers) Manager C35 Ensure aviation operators have Aviation Contract PHI/CHI reviewed their most recent SAI audit Manager findings for applicability in Barrow. C36 Ensure formal plan in place for tool Aviation Contract PHI/CHI access not available in Barrow (drill Manager press, grinder, etc.) C37 Ensure local Fatigue Management Aviation Contract PHI/CHI Plan in place Manager C38 Ensure formal engineer duty Aviation Contract PHI/CHI schedule in place Manager C39 Review monthly SAR training plan Aviation Contract CHI Manager C40 Ensure Monthly Barrow Safety Aviation Terminal Aviation Meeting Schedule published Manager Terminal (Chaired by Shell Aviation Terminal Manager Manager) C41 Ensure all gas cylinders are properly Aviation Terminal PHI/CHI secured to prevent tip over. Manager C42 Ensure all passenger helicopters are Aviation Contract PHI/CHI equipped with 4 point harnesses Manager C43 Ensure Fuel Samples are Being Aviation Maintenance Maintenance Taken and kept for 24 hours Technicians Technicians PHI/CHI PHI/CHI C44 Ensure preflight risk assessments are Contractor Base Pilots Aircraft Captain being conducted Manager PHI/CHI C45 Perform full inspection of tool Contractor Base Maintenance Maintenance inventory Manager Technicians Technicians PHI/CHI

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MOBILIZATION WHO'S RESPONSIBLE DUE COMPLETE PUBLICATIONS / MAPS REQUIRED TO FACILITATOR PERSON DATE D? ATTEND? Aviation HSSE Plan completed and Aviation Contract D1 hard copy on hand Manager Aviation Terminal D2 IATA Dangerous Goods Base Manager 49 Code od Federal Regulations D3 CHI / PHI (CFR) Aviation Terminal D4 Alaska Aviator's Safety Handbook Base Manager Aviation Terminal D5 FAA Alaska Supplement Base Manager Subsistence Advisory Grid System Aviation Terminal D6 Map Base Manager Phone roster / Plan of Cooperation Aviation Terminal D8 (POC) list Base Manager Aviation Terminal D9 SGRAO Base Manager Aviation Terminal D10 Flight Schedule Board in ATCO Base Manager WHO'S RESPONSIBLE DUE COMPLETE SECURITY REQUIRED TO FACILITATOR PERSON DATE D? ATTEND? Aviation Terminal E1 Person scale inspected and calibrated Phillips Scales Base Manager Freight scale inspected and Aviation Terminal E2 Phillips Scales calibrated Base Manager Baggage scale inspected and Aviation Terminal E3 Phillips Scales calibrated Base Manager

Ensure Security Personnel have training for using magnetic portal Aviation Terminal E4 Purcell and hand wands to check for Base Manager prohibited items

X-Ray machine calibrated and Aviation Terminal E5 Purcell inspected Base Manager Walk through metal detector Aviation Terminal E6 Purcell calibrated and inspected Base Manager Metal detector wands present and Aviation Terminal E7 Purcell operable Base Manager Baggage trays present and Aviation Terminal E8 Purcell serviceable Base Manager Aviation Terminal E9 Issue and test all keys Base Manager Aviation Terminal E10 Inspect and test hangar doors ERA Base Manager

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MOBILIZATION WHO'S RESPONSIBLE DUE WASTE MANAGEMENT REQUIRED TO FACILITATOR COMPLETED? PERSON DATE ATTEND? Hazardous waste (battery/aerosol) Shell Waste Aviation Terminal F1 disposal cans present and labeled Management Base Manager in Terminal Team Lead Waste management plan posted Aviation Terminal Aviation Terminal F2 and accessible Base Manager Manager Ensure all Material Safety Data Aviation Terminal F3 Sheets (MSDSs) for use in aviation PHI / CHI Base Manager and the terminal are on hand Ensure log books present for Aviation Terminal Aviation Terminal F4 disposal tracking of each waste Base Manager Manager stream WHO'S RESPONSIBLE DUE PROVISIONS/ FACILITY REQUIRED TO FACILITATOR COMPLETED? PERSON DATE ATTEND? Refrigerators (w/ cold storage Terminal Focal G1 Terminal Focal Point thermometers) Point Terminal Focal G2 Coffee Pot Terminal Focal Point Point Terminal Focal G3 Microwave Terminal Focal Point Point Terminal Focal G4 Condiments and Plastic ware Terminal Focal Point Point Terminal Focal G5 Toilet paper and paper towels Terminal Focal Point Point Aviation Terminal Aviation Terminal G6 Secure storage for medical supplies Base Manager Manager Aviation Terminal Aviation Terminal G7 File cabinets Base Manager Manager Aviation Terminal Aviation Terminal G8 Hand sanitizer Base Manager Manager Aviation Terminal Aviation Terminal G9 Office supplies Base Manager Manager Aviation Terminal G10 Cleaning Supplies UMIAQ Base Manager Terminal Focal G11 Equipment/Facility Repairs Terminal Focal Point Point Make final coordination with aircraft contractors to identify any Aviation Terminal Aviation Terminal G12 additional requirements they have Manager Manager prior to arriving Remove hydropad system from Aviation Terminal G13 storage and set-up in operational UMIAQ Base Manager position De-winterize Water Aviation Terminal G14 UMIAQ filtration/distillation unit Base Manager Sufficient fans/ventilation for Aviation Terminal G15 passenger cold water survival suit UMIAQ Base Manager donning room

Sufficient water/cups available for Aviation Terminal G16 passengers in cold water survival UMIAQ Base Manager suit donning room

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DEMOBILIZATION

RESPONSIBLE DUE EXECUTED BY COMPLETED? 30 DAYS PRIOR PERSON DATE A1 Schedule cessation of cable and Aviation Terminal Aviation Terminal Base Manager internet service for all facilities. Base Manager

A2 Ensure any materials required for Aviation Terminal Shell Waste Management Team Lead shutdown of hazardous waste site are Base Manager ordered/on hand.

A3 Identify all assets which will remain in Aviation Terminal Aviation Contractors place during the off season. Base Manager A4 Locate and identify storage locations Aviation Terminal Aviation Contractors for these assets. Base Manager A5 Begin inspection of helicopter Aviation Terminal Aviation Terminal Base Manager operators’ spaces to identify any Base Manager outstanding maintenance issues.

A6 Verify shipping of all helicopter Aviation Terminal Aviation Contractors operators’ equipment has been made. Base Manager

10 DAYS PRIOR

B1 Ensure Regulatory Affairs media is Aviation Terminal Aviation Contractors returned to Terminal manager. Base Manager

B2 Ensure Material Safety Data Sheets Aviation Terminal Aviation Contractors (MSDS’s) for all hazmat are available. Base Manager

B3 Begin inventory of all PPE. Order any Aviation Terminal Beacon replacements to ensure adequate Base Manager number on hand for next season.

B4 Inventory and store in place all Aviation Terminal Purcell security inspection appliances. Base Manager

B5 Remove and discard any perishable Aviation Terminal food items. Ensure any nonperishable Base Manager food items will not expire prior to next season.

B6 Ensure all food storage appliances are Aviation Terminal cleaned and sanitized prior to storage. Base Manager

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DEMOBILIZATION

7 DAYS PRIOR C1 Inventory all items remaining in place Aviation Terminal in the terminal/ATCO trailer. Base Manager

C2 Winterize plumbing in ATCO trailer Aviation Terminal once all personnel have departed (if Base Manager late season, plumbing will be shut of prior to deep freeze)

C3 Inventory all contractor items to be Aviation Terminal stored. Base Manager

C4 Winterize water filtration/distillation Aviation Terminal system. Base Manager

C5 Collect all AOA badges held by the Aviation Terminal local workers. Base Manager

C6 Consolidate all airfield gate access keys Aviation Terminal and return them along with the Base Manager Security Identification Display Area (SIDA)/AOA badges to the airport manager. C7 Clean and detail all leased vehicles and Aviation Terminal equipment in preparation for storage. Base Manager

C8 Remove Hydropad from operational Aviation Terminal area to storage. Base Manager

C9 Ensure all equipment stored outside Aviation Terminal on the flight line is clear of snow Base Manager removal activities.

C10 Identify any equipment that require a Aviation Terminal constant power supply (Battery packs) Base Manager

C11 Identify all electronics that need to Aviation Terminal return to Anchorage (spider tracks, sat Base Manager phone, computers, kindles)

C12 Identify any paperwork that will be Aviation Terminal archived, entered into SharePoint, or Base Manager shredded in Anchorage.

C13 Ensure all structures and storage areas Aviation Terminal on the flight line are locked and that a Base Manager set of keys is maintained in Anchorage office for off season access.

C14 Ensure environmental monitoring of Aviation Terminal the terminal and ATCO buildings Base Manager when unoccupied.

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APPENDIX F. ACRONYMS

ADAM Advanced Data Acquisition Manager AGL above ground level AOA Air Operations Area APU Auxiliary power unit ARFF Aircraft Rescue and Fire Fighting ATC Air Traffic Control AWOS Automated Weather Observation System CAA Conflict Avoidance Agreement CFR Code od Federal Regulations CHI Construction Helicopters, Inc. CSMP Contractor Safety Management Program CWS Cold Water Survival D17 District 17 DDM drilling discharge monitoring DoT U.S. Department of Transportation EPIRB Emergency Position Indicating Radio Beacon ETD estimated time of departure FAA Federal Aviation Administration FLIR Forward Looking Infrared FSS Flight Service Station ft Feet HAZMAT Hazardous Material HDA helideck assistant HSSE Health, Safety, Security, and Environmental HSSE & SP Health, Safety, Security, and Environmental and Social Performance HUET Helicopter Underwater Egress Training HLO Helicopter Landing Officer HSSE Health, Safety, Security and Environment IAP Integrated Activity Planning IATA International Air Transportation Association IFLT In-field Leadership Training IFR Instrument flight rules IMC Instrument Meteorological Conditions IOC Integrated Operations Center JM Journey Management JMP Journey Management Policy JSA Job Safety Analysis kts knots lbs Pounds max Maximum

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Medevac Medical evacuation MHz Megahertz mm millimeters MOPO Manual of Permitted Operations mph miles per hour MSDS Material Safety Data Sheets N/A Not applicable NAS Northern Aviation Services nm Nautical miles NOTAM Notice to Airmen NVG Night Vision Goggle OIM Offshore Installation Manager Ops Operations OU Operating Unit PHI Petroleum Helicopters, Inc. PIC Pilot in Command POB Personnel on Board POC Plan of Cooperation PPE personal protective equipment PSO Protected Species Observer RDF radio direction finding Rep Representative SAI Shell Aircraft International Limited SAR Search and Rescue Sat Phone Satellite phone SGRAO Shell Group Requirements for Aircraft Operations Shell Shell Exploration & Production Company SIDA Security Identification Display Area Sikorsky Sikorsky Aircraft Corporation SIMOPS Simultaneous Operations SRR Search and Rescue Region TA Technical Authority Tech Technician UA Upstream Americas UAA Upstream Americas - Arctic U.S. United States USCG U.S. Coast Guard VFR Visual Flight Rules VHF Very High Frequency VMC Visual Meteorological Conditions VPOB Vantage POB

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APPENDIX G. AVIATION TERMS

Advanced Data Acquisition Manager (ADAM) – A system used to increase situational awareness by providing a web-based graphic display to show weather, ice, vessel, and aircraft locations.

Air Traffic Control (ATC) – A general term for any FAA agency which works to control aircraft and to deconflict their flight paths. They are also a source of information for pilots in flight.

Air Operations Area (AOA) – For the purpose of these specifications, the term AOA shall mean any area of the airport used or intended to be used for the landing, takeoff, or surface maneuvering of aircraft. An AOA includes such paved or unpaved areas that are used or intended to be used for the unobstructed movement of aircraft in addition to its associated runway, taxiway, or apron.

Construction Helicopters Inc. (CHI) – The name of the helicopter company that provides search and rescue coverage for operations in the Chukchi Sea for Shell operations.

Federal Aviation Administration (FAA) – The FAA is the national aviation authority of the United States (U.S.). It falls under the DoT and has the authority to regulate and oversee all aspects of U.S. civil aviation.

Flight Service Station (FSS) – It is an air traffic facility that provides information and services to aircraft pilots before, during, and after flights, but unlike ATC, is not responsible for giving instructions or clearances or providing separation. The people who communicate with pilots from an FSS are referred to as Flight Service Specialists.

Helideck Assistant (HDA) – The HDA is responsible for assisting the HLO in reviewing flight line hazards and pre-arrival checks. They will further assist with passenger handling and escort, and baggage loading and unloading.

Helicopter Crew Chief – The aircrew member responsible for managing the aircraft’s cabin and passenger safety during all modes of flight. The crew chief has thorough knowledge of the aircraft and is trained to perform a spectrum of in-flight duties and maintenance activities.

Helicopter Landing Officer (HLO) – The HLO is responsible for the ramp parking area and preparing flight line personnel for the arrival of inbound aircraft. The HLO will review parking area hazards, which could affect the safety of the helicopter operation, prior to the landing of the aircraft. They are responsible for communicating with the pilots, terminal manager and HDAs to ensure safe parking area operations. They are also responsible for the safe handling of passengers and baggage.

Instrument Flight Rules (IFR) – One of two sets of regulations governing all aspects of civil aviation aircraft operations. Established by the FAA, these rules and regulations govern flight under IMC in which flight by outside visual reference is not possible. IFR flight is conducted by reference to instruments in the flight deck, and navigation is accomplished by reference to electronic signals.

Northern Air Services (NAS) – Provider of aviation terminal support for passenger check-in, baggage processing in Anchorage and other locations.

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Petroleum Helicopters Inc. (PHI) – The helicopter company responsible for off-shore crew change operations in the Chukchi Sea.

Search and Rescue (SAR) – This term is used to describe operations whose purpose is to locate and/or rescue people in emergency situations. This term may refer to operations on land, sea, and air.

Security Identification Display Area (SIDA) – This is a special security area designated by an airport operator. An identification system must be used in this area. Before allowing unescorted access to this area, a person must be trained and their background investigated. Normally, the flight ramp and other sensitive operational areas of a U.S. commercial airport are designated as a SIDA.

Simultaneous Operations (SIMOPS) – This organization has many functions. For aviation purposes, they assist in the monitoring of helicopter movements. They are the final authority before beginning any operation. In the event of an incident or emergency, SIMOPS should be contacted immediately.

Visual Flight Rules (VFR) – It defines conditions in which the pilot of an aircraft is able to maneuver by means of visual reference with the horizon, ground or any obstructions and maintain specified cloud clearance distances.

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APPENDIX H. AVIATION MANUAL OF PERMITTED OPERATIONS

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