Cambridge Helicopters Ltd t/a Aeromega Helicopters
Part 2 - Operations Manual
PART-ORA
APPROVED OPERATIONS MANUAL
This document supports the European Union
PART-ORA Approved Training Organisation Approval of:
Cambridge Helicopters Ltd T/A Aeromega Helicopters
Cambridge Airport,
Newmarket Road
Cambridge
CB5 8RX
Tel: 01223 294488
Fax: 01223 294499
e-mail: Cambridge@aeromega.com
PART-ORA APPROVAL
REFERENCE
GBR.ATO-0311
Document Reference No:
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LIST OF EFFECTIVE PAGES
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LETTER OF TRANSMITTAL
Date: ……………………
For Manual /Amendment* Approval
Document Ref. No: ……
Original Issue*
Amendment Revision No.:* ……….
Ref.
Remove
Insert
Brief Details of Amendment
[page no]
Approved By:
Compliance Manager
Part-ORA Cambridge Helicopters Ltd trading as Aeromega Helicopters
Date:
* delete as required
--------------------------------------------------------------------------------------------------------------------------FOR UK CAA USE ONLY
Approved By:
For the UK Civil Aviation Authority:
Date:
Following investigation and approval by the UK CAA, a signed & stamped copy of this page
shall be returned to the Part-ORA Cambridge Helicopters Ltd trading as Aeromega
Helicopters for inclusion in all copies held by the company.
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DOCUMENT AMENDMENT RECORD
Amendment No
Date
Date Embodied
1 (Original Issue)
Jan 2014
Jan 2014
2
November 2014
November 2014
3
August 2015
August 2015
Signature
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5
6
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FOREWORD
This manual has been prepared in order to support the Cambridge Helicopters Ltd
trading as Aeromega Helicopters herein after referred to as “the Company” PARTORA Approved Training Organisation Approval. This document forms Part 2 of the
Company ATO Manuals which are divided into FOUR parts.
PART 1
MANAGEMENT ORGANISATION MANUAL
The Company maintains a separate Safety Management Systems
Manual.
PART 2
OPERATIONS MANUAL
PART 3
TRAINING MANUALS
a) PPL(H) Training Manual
b) CPL(H) Training Manual
c) FIC (H) Training Manual
d) Type Rating Training Manual
PART 4
APPENDICES
DOCUMENT DISTRIBUTION & AMENDMENT
Amendments to all Company manuals (including the separate SMS Manual) must be
approved by the Accountable Manager and will be submitted to the Authority accompanied
by a Letter of Transmittal with the changes clearly identified. Once approved by the
Authority, the changes will be e-mailed to each holder of a copy of the manual as listed in
the Circulation and Distribution section of the relevant manual with a “Read Receipt”
required.
The Company will accept the e-mail “Read Receipt” as confirmation of the incorporation of
the relevant amendment into the appropriate manual.
All amendments to OEM manuals, checklists and other documentation are reviewed on
receipt and implemented into the course and any examination papers as appropriate.
NB. Once printed this document becomes uncontrolled.
CIRCULATION AND DISTRIBUTION
Copies to be distributed to the following parties:
1
2
3
4
Head of Training/Safety Manager/Accountable Manager/Office Copy (Printed)
Compliance Manager (electronic copy)
Civil Aviation Authority (electronic copy)
Company Website (electronic copy)
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This document is available to all personnel involved in the Company as a paper copy held in
the Company’s main office. An electronic copy is available on the Company website.
Updates and amendments will be advised:
1. through personal e-mail to management personnel and any person required to follow
its procedures;
2.
through an electronic copy to the UK CAA
3. through a general e-mail to other stakeholders and information posted on the
Company website.
The following post holders will receive specific notice of amendments by e-mail:
Accountable Manager
Safety Manager
Head of Training
Compliance Manager
UK CAA
INTERNAL OPERATOR INFORMATION – OPERATIONAL CREW INSTRUCTION
Where operational factors dictate a manual amendment which cannot be processed in time
to meet the operational requirement, a system of internal operator information is
promulgated using Operational Crew Instructions (OCI(s)).
OCIs may only be issued by the Head of Training in the form specified in Appendix 11 .
A file of current OCIs are held at each base with a signature sheet that should be
signed by the Head of Training.
All holders of operations Manuals will be issued with a copy of the OCI. It is the
holders responsibility to place the copy of the OCI in the front of the Operations Manual.
Signing of the signature sheet confirms that the individual has read the OCI and that it has
been placed in the Operations Manual.
OCIs are valid for a maximum of 6 Months and will expire unless they are extended.
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OPERATIONS MANUAL




1) General
2) Technical
3) Route
4) Personnel Training
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CONTENTS
Section No.
Title
Page No
i
ii
iii
iv
v
1
2
3
4
5
vii
viii
Frontispiece
List of Effective Pages
Letter of Transmittal
Document Amendment Record
Foreword, Document Distribution, Amendment &
Circulation
Internal Operator Information – Operational Crew
Instructions
Operations Manual Title Page
Contents Pages
Part 1
1.1.1
1.1.2
1.1.2.1
1.1.3
1.1.3.1
1.1.3.2
1.1.3.3
1.1.3.4
1.1.3.5
1.1.3.6
1.1.4
1.1.4.2
1.1.4.3
1.1.4.4
1.1.5
1.1.5.2
1.1.5.3
1.1.6
1.1.6.1
1.1.7
1.1.8
1.1.8.1
1.1.8.2
1.1.8.3
1.1.9
1.1.10
1.1.10.2
1.1.11
1.1.12
1.1.13
1.1.14
1.1.15
1.1.18
1.1.19
1.1.20.1
1.1.20.2
1.1.20.3
GENERAL
List & Description of the Manual
Administration
ATO Structure
Responsibilities
Accountable Manager
Head of Training (HT)
Safety Manager
Compliance Monitoring Manager
Chief Flying Instructor
Instructors
Student Discipline
Alcohol
Drugs
Reporting
Approval & Authorisation of Flights
Deviation from an Authorisation
Authorised Signatory
Preparation of Flying Programme
Restriction of Numbers of Aircraft in Poor Weather
Nomination of Pilot-in–Command of Aircraft
Responsibilities of Pilot-in-Command
Specific responsibilities
Deviation from Procedures in Emergency
Responsibility in Respect of Third Party Maintenance
Carriage of Passengers
Aircraft Documentation
Documents to be Carried in Flight
Retention of Documents
Flight Crew Qualification Records
Revalidation
Flight Duty Period and Flight Time Limitations (Instructors)
Flight Duty Limitations (Students)
Pilots’ Log Books
Flight Planning (General)
Safety Responsibilities
Safety Equipment
Radio Listening Watch
11
11
11
11
11
11
12
12
12
12
13
13
14
14
14
15
15
15
15
16
16
16
16
17
17
18
18
18
19
19
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20
20
20
20
21
21
21
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1.1.20.4
1.1.20.5
1.1.20.6
1.1.20.7
1.1.20.58
1.1.20.69
1.1.20.10
1.1.20.11
1.1.20.12
1.1.20.13
1.1.20.14
1.1.20.15
1.1.20.15.1
1.1.20.15.2
1.1.20.16
Accidents and Incidents
Definition of an Accident
Definition of a Serious Injury
Reporting Procedures
Incident Reporting
Occurrence Reporting
Airprox
Birdstrike
Wake Vortices
Foreign Object Debris (FOD)
Aircraft Damaged
Night Flying
Night Flying Limitations
Night Flying Procedures
Flying over Water
Part 2
2.1
2.1
2.2
2.3
2.4
2.4.1
2.5
2.6
2.7
2.8
2.9
2.10
TECHNICAL
Aircraft Handling
Aircraft Descriptive Notes
Aircraft Handling
Limitations
Maintenance
Technical Logs
Deferred Defects
Emergency Procedures
Radio & Navigation Aids
Allowable Deficiencies
Aircraft with an Established Minimum Equipment List
(MEL)
Aircraft without and Established MEL
Part 3
3.1
3.1.2
3.1.3
3.1.4
3.2
3.2.1
3.2.2
3.2.3
3.2.4
3.3
3.3.1
3.3.2
3.4
3.5
3.6
3.6.1
3.6.2
3.6.3
3.6.4
3.6.5
3.6.6
ROUTE
Performance
Take-off
Route
Landing
Flight Planning
Fuel
Oil
Minimum Safe Altitude
Navigation Equipment
Loading
Loading, General
Load Sheets
Weather Minima (Flight Instructors)
Weather Minima (PPL Students)
Training Routes/Areas
Aerodrome Opening Hours
Parking and Taxying Procedures
Circuit Procedures
VFR Circuit Departure
Noise Abatement
Local Flying Area
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22
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23
23
24
24
24
25
25
26
27
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28
28
28
28
28
29
29
30
30
30
30
32
32
32
32
33
33
34
34
35
35
35
35
35
35
36
36
36
36
37
37
37
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3.6.7
3.6.8
3.6.9
3.6.10
3.7
Standard Cross-country Routes
Prohibited, Restricted and Danger Areas
Circuit Re-join Procedures
After Flight Procedures
Night Flying Procedures at Cambridge
38
38
38
39
39
PART 4
4.1
4.2
4.3
4.4
4.5
4.6
4.7
PERSONNEL TRAINING
Responsibilities
Initial Training
Refresher Training
Standardization Training
Proficiency Checks
Upgrading Training
ATO Personal Standards Evaluation
41
41
41
41
41
42
42
APPENDICES
App 1
App 2
App 3
App 4
App 5
App 6
App 7
App 8
App 9
App 10
App 11
Cambridge Circuit Diagram
Cambridge Airport Plate
Initial Instructor Training Form
Instructor Standardization Refresher Check
Training Aircraft Fleet
Training Aerodromes
Authorised Signatures
Flight Authorization Sheet
Part M Maintenance Companies
List of Instructors
Operational Crew Instructions Form
43
44
45
46
47
48
49
50
51
52
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1
General
1.1.1
List & Description of the Operations Manual
Part
Title
1
General
General information describing the organisation and structure of
the ATO.
2
Technical
Information related to the servicing and maintenance of the
ATO’s aircraft and to normal, abnormal and emergency handling
procedures
3
Route
Instructions relating to flight planning, performance and loading of
the ATO’s aircraft
4
Personnel Training
1.1.2
Administration
1.1.2.1
ATO Structure
Contents
Information regarding the induction, refresher and induction
training of ATO staff and evaluation of instructional standards
*Duncan Bickley
Accountable
Manager
William Tobin
Compliance
Monitoring
Manager
*Duncan Bickley
Safety Manager
*Duncan Bickley
Head of Training
Duncan Bickley
Chief Flying Instructor
Flying Instructors
Note: * Roles are combined
1.1.3
Responsibilities
1.1.3.1
Accountable Manager
The Accountable Manager is responsible to the Board of Directors for:
 Establishing and maintaining an effective management system
 Ensuring that the organisation has sufficient qualified personnel for the
planned tasks and activities
 Promoting the highest degree of safety awareness throughout the
organisation
 Ensuring that all activities can be financed
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1.1.3.2
Head of Training (HT)
The Head of Training Manager shall be the holder of a professional licence, have extensive
experience in training as an instructor for associated ratings or certificates, hold, or have
held in the previous three years, at least one of the associated ratings for the training
courses provided and is responsible to the Accountable Manager for:
 Establishing suitable training programmes and ensuring that training
provided is in compliance with Part-FCL.
 Ensuring the satisfactory integration of flight with theoretical knowledge
training.
 Supervising and standardization of instructors
 Supervision of the progress of individual students
 Fostering the highest degree of safety awareness throughout the
organisation
 Liaison with the competent authority.
1.1.3.3
Safety Manager
The Safety Manager is responsible to the Accountable Manager for:
 Acting as the focal point for safety issues.
 The development, administration and maintenance of an effective safety
management system
 Facilitating hazard identification, risk analysis and management
 Monitoring the implementation of actions taken to mitigate risk
 Ensuring the maintenance of safety management documentation
 Ensuring that safety management training is available and that it meets
acceptable standards
 Providing advice on safety matters
 Ensuring the initiation and follow-up of internal occurrence/accident
investigations
1.1.3.4
Compliance Monitoring Manager
The Compliance Monitoring Manager is responsible to the Accountable Manager
for:
 Monitoring the compliance of the organisation with all applicable regulatory
requirements
 Monitoring the compliance of the organisation with the provisions of the
Operations, Training and Safety Management Manuals
 Ensuring that the compliance monitoring programme is properly
implemented, maintained and continually reviewed and improved
 Ensuring that audits are conducted by suitably trained and independent
personnel
Chief Flying Instructor (CFI)
A CFI is ultimately responsible for the supervision of flight instructors and for the
standardisation and quality of all flight instruction. The CFI shall have at least
1,000 hours as PIC and 500 hours’ instruction on relevant courses; hold the
highest professional pilot licence and associated ratings related to the flight
training courses conducted; hold an instructor certificate with the privilege to
instruct for at least one of the training courses provided.
1.1.3.5
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1.1.3.6
Instructors
A list of Company flying Instructors is contained in Appendix 10. Instructors are
responsible for delivering training in accordance with the relevant course
syllabus in a safe and effective manner. They are to ensure students are
adequately briefed and debriefed for each flight and that student records are
completed in a timely and legible manner using the forms specified in the
relevant course Training Manual.
1.1.4
1.1.4.1.1
Student Discipline
Each student has the responsibility to be fully acquainted and to comply with the
provisions of the ATO Operations and Training Manuals
If a student displays an irresponsible attitude or demonstrates a clear and distinct
lack of aptitude or any other behaviour not consistent with the qualities required
of a pilot, suspension from training may be considered.
In particular, termination of training is likely in the event of:

A deliberate and unjustifiable breach of Regulation 216/2008 or its
implementing rules.

Repeated failure to comply with the provisions of the ATO Operations and
Training Manuals
1.1.4.1.2
1.1.4.1.3
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● Any behaviour or attitude that endangers flight safety
● Where the student has not made satisfactory progress
● Abusive, inappropriate or discriminatory behaviour towards staff or
other students
1.1.4.1.4
The Head of Training will decide on one of the following courses of action:
 The issue of a formal verbal warning (A further disciplinary verbal warning
will result in the termination of training)
 Formally advise student of concerns and possible termination
 The issue of a final written warning,
 Immediate termination of training.
At each stage of the process, details of action taken must be recorded in the
Student’s Training File.
1.1.4.2
Alcohol
A person shall not enter any aircraft when drunk or under the influence of drugs.
A person shall not, when acting as a member of the crew of any aircraft or being
carried in any aircraft for the purpose of so acting, be under the influence of drink
or a drug to such an extent as to impair their capacity so to act.
In addition to the above, no pilot, instructor or student shall fly in an aircraft
operated by the company if they have consumed alcohol or taken any drug
within the 10 hours prior to take-off. If in doubt, consult the Head of Training and
/ or your instructor.
Pilots, instructors & students are to be aware of the stipulations in the Railway
and Transport Safety Act 2003. Whilst this act generally applies to Public
Transport, all pilots are to observe the limits set as if any flight were for the
purposes of Public Transport.
The company has the capability to breath test pilots for alcohol in their system.
The company reserves the right to require instructors and/or students to take
such a test before or after flying. Failure of such a test, or refusal to take such a
test, may lead to disciplinary action and curtailment of membership privileges.
1.1.4.3
1.1.4.3.1
Drugs
Recreational drug use is not compatible with aviation safety and any person
found to be indulging in such drug use is liable to immediate suspension.
1.1.4.3.2
No pilot is to fly an ATO aircraft after having taken any medication, whether
prescribed or not, unless approval has been given by an Aero-Medical Examiner
(AME).
Reporting and Documentation
Details of a student’s suspension shall be recorded in the student’s training file.
The student must be advised in writing of any intention to suspend or terminate
his training and record of such advice shall be retained in the Student training
file.
1.1.4.4
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1.1.5
1.1.5.1.1
1.1.5.1.2
1.1.5.1.3
1.1.5.1.4
Approval and Authorisation of flights
In accordance with FCL.020, a student pilot shall not fly solo unless authorised to
do so and supervised by a flight instructor.
All flights in ATO aircraft are to be authorised in writing on the Company
authorisation sheet and are to include full details of the intended flight and the
limits of the authorisation.
Students on solo cross-country flights are to carry with them evidence of their
authorisation.
Powers of authorisation for flights in ATO aircraft are delegated to flight
instructors as follows:
Appointment
1.1.5.2
1.1.5.2.1
1.1.5.2.2
1.1.5.3
Part 2 - Operations Manual
Authorising Powers
Head of Training
All flights
Chief Flying Instructor
All flights
Flight Instructors
(Unrestricted)
All training flights and student solo flights including land-away flights
to airfields approved by the Company
Flight Instructors
(Restricted)
As for unrestricted flight instructors but excluding first solo flight by
day and night, and first solo cross country by day and by night.
Deviating from an Authorisation
The nature and limitations of the Flight Authorisation must be adhered to during
the subsequent flight, except in case of emergency, or other extenuating
circumstances.
In such circumstances the pilot shall, as soon as possible after the flight has
ended, inform the instructor who authorised the flight of the details of the
subsequent excursion from his authorisation.
Authorised Signatory
The Head of Training is the only Authorised Signatory who may sign Course
Completion Certification. A sample signature is contained in Appendix 6.
1.1.6
Preparation of Flying Programme
As a very small organization, a rigid flying plan is not deemed necessary.
Instructors must be free to arrange the flying programme to suit the prevailing
conditions and the student’s immediate needs without unnecessary constraints.
Instructors should endeavour to follow the guidance sequence of exercises
provided in Part 3 section 1.4.4.4 but must adapt the plan to provide the student
with the maximum possible benefit.
No more than four helicopters shall operate on the South side of the airfield
simultaneously.
Instructors must liaise and verbally agree who will operate from each designated
spot. Two helicopters may share a designated spot but instructors shall agree a
separation protocol to minimize conflict.
Departures should be staggered wherever possible.
Any such protocol agreed must be acceptable to ATC.
All Pilots must be aware of the Company weather limitations and must plan
flights accordingly.
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1.1.6.1
Restriction on Numbers of Aircraft in Poor Weather
In the event of poor weather, instructors are to liaise with each other and ATC to
ensure that conflicts are minimized. The small number of helicopters operated by
the Company make such conflicts unlikely.
1.1.7
Nomination of Pilot-in-Command of Aircraft
(a) On dual instructional flights the instructor will always be nominated as
pilot in command.
(b) On solo flights, the student will pilot in command, but the instructor must
countersign the authorisation sheet and technical log for the flight to
evidence that the flight will be conducted under the instructor’s
supervision.
1.1.8
Responsibilities of Pilot in Command
The pilot in command must take all reasonable steps to
 maintain familiarity with relevant national and international aviation
legislation and agreed aviation practices and procedures;
 maintain familiarity with such provisions of the ATO Operations Manual as
are necessary to fulfil his function.
1.1.8.1
1.1.8.1.1
Specific Responsibilities
The pilot in command shall:
(a) be responsible for the safe operation of the aircraft and the safety of its
occupants during flight;
(b) have authority to give all commands he deems necessary for the purpose
of securing the safety of the aircraft and of persons or property carried
therein, and all persons carried in the aircraft shall obey such commands;
(c) have authority to disembark any person, which in his opinion, may
represent a potential hazard to the safety of the aircraft or its occupants;
(d) not allow a person to be carried in the aircraft who appears to be under the
influence of alcohol or drugs to the extent that the safety of the aircraft or
its occupants is likely to be endangered;
(e) ensure that all passengers are fully briefed on:
i. use of the seat belt or harness;
ii. the location and operation of emergency exits;
iii. the method of opening of cabin doors;
iv. the brace position and evacuation procedures;
v. deployment and use of the radio beacon (as applicable);
vi. other type specific safety features;
vii. the need to read the passenger briefing card;
viii. the prohibited use of portable electronic equipment such as mobile
phones, laptop PCs etc.
(f) ensure that all operational procedures and checklists are complied with, in
accordance with the Operations Manual;
(g) ensure that the weather forecast and reports for the proposed operating
area and flight duration indicate that the flight may be conducted without
infringing Company operation minima;
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(h) decide whether or not to accept an aircraft with unserviceabilities in
accordance with the list of allowable deficiencies.
(i) take all reasonable steps to ensure that the aircraft, and any required
equipment is serviceable;
(j) in the absence of a qualified engineer, ensure that aircraft refuelling is
supervised with particular attention being paid to:
i. the correct grade and amount of fuel;
ii. fuel water checks;
iii. fire safety precautions;
iv. checking filler caps for security and correct replacement after
refuelling;
(k) take all reasonable steps to ensure that the aircraft weight and balance is
within the calculated limits for the operating conditions;
(l) confirm that the aircraft’s performance will enable it to complete safely the
proposed flight;
(m) not permit any pilot to perform any activity during take-off, initial climb, final
approach and landing except those duties required for the safe operation
of the aircraft;
(n) take all responsible steps to ensure that before take-off and before landing
the flight crew are any passengers are properly secured in their allocated
seats and all cabin baggage is stowed in the approved stowage;
(o) ensure that the pre-flight inspection has been carried out.
(p) NOTAMS, Royal Flight data and AIC’s have been checked;
(q) the aircraft is serviceable and that the aircraft documents are in order;
(r) any exercises or manoeuvres are conducted in a safe and responsible
manner in accordance with the helicopter Flight Manual;
(s) fuel states and aircraft loading are within limits for the safe conduct of the
flight;
(t) post flight records are correctly maintained, including noting any defects;
(u) ensure appropriate booking have been made with the relevant Air Traffic
Control agencies.
1.1.8.2
Deviation from procedures in Emergencies
The pilot-in-command shall, in an emergency situation that requires immediate
decision and action, take any action he considers necessary under the
circumstances. In such cases he may deviate from rules, operational
procedures, and methods in the interest of safety.
1.1.8.3
1.1.8.3.1
Responsibilities In Respect of Third Party Maintenance
In the event that third party maintenance of an ATO aircraft is required away
from base, the PIC is first to contact the Head of Training or his nominated
deputy for authorisation. Any costs incurred for maintenance that has not been
properly authorised will be wholly the responsibility of the PIC.
The PIC must ensure that, in the event of third party maintenance being required
while away from base, the procedures referred to in the Technical Log are
complied with.
1.1.8.3.2
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1.1.9
Carriage of passengers
Subject to the approval of the Head of Training and the privileges of his licence,
a person may fly as PIC of a Company aircraft carrying passengers provided that
the following conditions are complied with:
(a) He shall not act as pilot-in-command of an aircraft carrying passengers
unless within the preceding 90 days he has made 3 circuits, each to
include take-offs and landings, as the sole manipulator of the controls in a
helicopter of the same type to be flown.
(b) Passengers may not be carried on student solo flights
(c) Passengers may not be carried on dual instructional flights with the
following exceptions:
i. Another student on the same course of training may be carried if there
is a training benefit to be gained.
ii. CAA inspectors may be carried on any dual instructional flight.
iii. Passengers may be carried during trial lessons provided that they have
a clear and direct interest in the flight (e.g. parents, partner, etc.) and no
remuneration of any kind is given in respect of their carriage. On such
flights, unbriefed simulated emergency drills may not be conducted.
1.1.10
Aircraft documentation
1.1.10.1
1.10.1.1
Technical Log
It is the responsibility of all pilots to check the aircraft technical log prior to engine
start in order to establish that the aircraft is serviceable for the proposed flight.
The Daily Check may be conducted only by a licensed pilot or engineer. Where
an ‘A’ check has been conducted, the person conducting the check is to certify
its completion by inserting his signature and CAA reference number (or other
authorisation reference) in the relevant boxes, along with the date and time that
the check was completed.
The PIC of the aircraft is to sign the ‘Pilots Acceptance Column’ certifying
satisfaction with the pre-flight inspection and fuel/oil states for the intended flight.
On completion of the flight, the PIC is responsible for entering the flying time,
engine starts and any un-serviceability as soon as practicable after landing.
Flight time is defined in accordance with FCL.010
Any defect recorded in the technical log shall be cleared or deferred by a
licensed engineer, or other authorised person, prior to the next flight.
Care must be taken at all times to ensure that the technical log is completed
accurately, legibly and in full.
1.1.10.1.2
1.1.10.1.3
1.1.10.1.4
1.1.10.1.5
1.1.10.1.6
1.1.10.1.7
1.1.10.2
Documents to be carried in Flight
1.1.10.2.1 The following documents are to be carried on each flight as originals or copies
unless otherwise specified:
i. Pilots Operating Handbook or Flight Manual
ii. Certificate of Airworthiness (original)
iii. Airworthiness Review Certificate
iv. Crew Licences and Photographic Identification
1.1.10.2.2 In addition to the above, when not intending to take off and land at the same
aerodrome and remaining within UK airspace, the following documents are to be
carried.
v. Noise Certificate, if applicable
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vi.
vii.
viii.
ix.
x.
xi.
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List of specific approvals, if applicable
Aircraft Radio Licence, if applicable
Certificate of third party liability insurance
Aircraft Technical Log
Details of the filed ATS flight plan
Current and suitable aeronautical charts for the route of the proposed flight
1.1.10.2.3 In addition to the above, flights intending to leave UK airspace must also carry
the following:
xii. Certificate of Registration (original)
xiii. Procedures and visual signals information for use by intercepting and
intercepted aircraft
xiv. The MEL (if applicable)
xv. Evidence of VAT having been paid.
1.1.11
Retention of Documents
Technical Logs shall be maintained for the life of the aircraft plus 2 years.
Completed Technical Logs will be archived by month and year.
Copies of Technical logs of non-ATO aircraft used for approved training shall be
retained for a period of 3 years. When such aircraft are used only for short
periods, copies of the relevant technical log pages are to be retained with the
associated training record(s) for audit purposes.
1.1.12
Flight Crew Qualification Records
The primary responsibility to ensure the validity of staff and student licences,
qualifications, ratings and certificates for any flight rests with the Instructor. The
Head of Training will also require Ops to maintain a separate up-to-date record
of the validity of such qualifications ratings and certificates.
1.1.12.1
Currency of Licences and Ratings
1.1.12.1.1 Excluding student solo flights where the only requirement is that the student
holds a valid medical certificate, all pilots are to be in possession of a valid pilot
licence and medical certificate before acting as pilot in command of an ATO
aircraft. In order to be valid:
 The licence and medical certificate must be signed by the holder.
 The medical certificate expiry date must not have been exceeded.
 The licence must contain a valid Certificate of Revalidation for the aircraft
type or class to be flown.
 The licence must contain a valid Language Proficiency Rating.
 If the flight involves flight at night, the licence must contain a night rating or a
night qualification (unless the pilot is undergoing training for a night
qualification).
1.1.12.1.2 A pilot who holds a licence issued by another ICAO State shall ensure that the
licence is valid in all respects demanded by that State. This includes a medical
certificate valid in the state of licence issue.
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1.1.13
Revalidation
It is the responsibility of each instructor to ensure that all licences, ratings and
medical and other certificates necessary for the conduct of their duties remain
valid at all times.
1.1.14
Flight Duty Period and Flight Time Limitations (Flight Instructors)
Although not involved in public transport, Instructors as CPL holders are to
observe the same Flight Time Limitations scheme as follows:
Maximum duty period in any one day
Maximum duration of any one dual flight
Maximum flying hours in any day/night
Maximum number of flights in any day/night;
Minimum rest period between consecutive flights
Minimum rest period between consecutive duty periods.
Minimum days off in any 14 day period
Maximum hours in the previous 12 months
Maximum hours in previous month
1.1.15
10:00
3:00
7:00
5
0:30
12.00
2
800
100
Flight Duty Limitations for students
Limitations will vary for students depending on the nature of the course they are
undertaking. Therefore the limitations on students are contained within the
training manual for the appropriate course.
1.1.18
Pilots’ Log Books
1.1.18.1.1 All pilots are to maintain their personal logbooks in accordance with the
provisions of AMC1 FCL.050
1.1.18.1.2 In particular, pilots are to ensure that the following particulars are recorded in
their current log book:
 The name and address of the holder.
 Particulars of the holders licence (if any) to act as a member of the flight
crew of an aircraft.
 The name and address of the holder’s employer (if any).
1.1.18.1.3 On completion of a course of training, the Chief Flying Instructor is to inspect
each trainee’s logbook and certify that it contains an accurate record of the
flights carried out.
1.1.19
Flight Planning (General)
Prior to each flight, the pilot-in-command is responsible for overseeing the proper
planning of the flight. In particular, the PIC is to take into account:
 Current meteorological reports and forecasts
 Weather minima
 NOTAMs & Royal Flights
 Aerodrome information
 Current charts and amendments
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 Aircraft mass and balance
Instructors may delegate tasks to Students but are ultimately responsible for
ensuring that planning has been completed correctly.
1.1.20
Safety Responsibilities
1.1.20.1.1 The Safety Manager is responsible for monitoring the standards of flight safety
within the ATO, and for ensuring that all information affecting flight safety is
disseminated immediately to all flying personnel.
1.1.20.1.2 Notwithstanding the above, all personnel have a personal responsibility towards
flight safety. Anyone who discovers a factor affecting flight safety, or who wishes
or discuss any matter affecting safety, should contact the Safety Manager.
1.1.20.2
Safety Equipment
1.1.20.2.1 All pilots are to ensure that they are familiar with the use of the fire extinguishers
fitted to the ATO’s aircraft.
1.1.20.2.2. Prior to each flight pilots are to ensure that the fire extinguisher and first aid kit
have been inspected within the preceding 12 months.
1.1.20.3
Radio Listening Watch
Pilots are to ensure that a listening watch is maintained on a suitable radio
frequency throughout the flight. In normal circumstances, pilots are to be in
receipt of at least a Basic Service, unless the level of transmissions are
interfering with the process of instruction.
1.1.20.4
Accidents and Incidents
1.1.20.4.1 Any pilot involved in an accident or incident in an ATO aircraft is to report an
initial Accident/Incident Report as required in the Company SMS Manual. Once
completed, the report is to be passed to the Safety Manager.
1.1.20.4.2 The Safety Manager is to investigate any incident or occurrence involving
Company aircraft or any other operational matter. This in no way absolves the
Company or aircraft PIC from their duty, under the Air Navigation Order or the
Company SMS or other legislation, to report accidents or incidents.
1.1.20.4.3 The object of an internal investigation of an accident or incident is as follows.
 To find out what happened.
 To find out why it happened.
 To recommend measures to prevent it happening again.
1.1.20.4.4 It is not the purpose of an investigation to find a scapegoat or to allocate blame.
1.1.20.5
Definition of an accident
1.1.20.5.1 The following is the ICAO definition of 'accident' and also the UK definition of
'reportable accident'.
An occurrence associated with the operation of an aircraft that takes place
between the time when any person boards the aircraft with the intention of flight
and such time as all persons have disembarked there from, in which:
Any person suffers death or serious injury while in or upon the aircraft or by
direct contact with any part of the aircraft (including any part which has
become detached from the aircraft) or by direct exposure to jet blast,
except when the death or serious injury is from natural causes, is selfinflicted or is inflicted by other persons or when the death or serious injury
is suffered by a stowaway hiding outside the areas normally available in
flight to the passengers and members of the crew of the aircraft, or
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The aircraft incurs damage or structural failure, other than:
Engine failure or damage, when the damage is limited to the engine, its
cowling or accessories;
Damage limited to propellers, wing tips, antennae, tyres, brakes, fairings,
small dents or punctured holes in the aircraft skin, which adversely affects
its structural strength, performance or flight characteristics and which
would normally require major repair or replacement of the affected
component, or
The aircraft is missing or is completely inaccessible or
Significant damage is caused to property of the Company or any third
party.
1.1.20.6
Definition of a serious injury
1.1.20.6.1 Serious injury means an injury that is sustained by a person in a reportable
accident and which:
i. Requires his stay in hospital for more than 48 hours commencing within
seven days from the date on which the injury was received.
ii. Results in a fracture of any bone (except fracture of fingers/toes/nose).
iii. Involves lacerations that cause nerve, muscle or tendon damage or severe
haemorrhage or involves injury to any internal organ.
iv. Involves second or third degree burns affecting more than five per cent of
the body surface.
v. Involves verified exposure to infectious substances or injurious radiation.
1.1.20.7
Reporting procedures
1.1.20.7.1 Following an accident, it is the responsibility of the pilot concerned to ensure that
the appropriate reporting procedures are followed.
1.1.20.7.2 The following sequence must be observed.
 Inform the Air Traffic Control Unit responsible for the flight at the time.
 Inform Company Operations immediately and by the quickest means
possible - the person receiving the call will initiate the Company Emergency
Response Plan and inform the Head of Training and the Company
Management
 Inform the competent authority as soon as possible - in the UK this is the
Chief Inspector, Air Accident Investigation Bureau, Department of
Transport.
 Inform the local police as soon as possible - see Civil Aviation (Investigation
of Accidents) Regulations 1996.
 No comment is to be made to the press/media or other persons outside the
company.
1.1.20.7.3 The accident report form should be completed as soon as possible, and
submitted to the responsible authority (with a copy to the HT) within 72 hours.
This form will be supplied by the ATO.
1.1.20.7.4 For further information, see AIC P 55/2009 ‘Aircraft Accidents and Serious
Incidents - Duty to Report’
1.1.20.8
Incident reporting
1.1.20.8.1 An 'incident' is an occurrence that has
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 jeopardised the safety of passengers, crew or aircraft, but which has
terminated without serious injury or damage,
 was caused by damage to, or failure of, any major component, not resulting
in serious injury or damage.
1.1.20.8.2 Following an incident, it is the responsibility of the pilot concerned to ensure that
the appropriate reporting procedures are followed.
1.1.20.8.3 The following sequence must be observed:
 Inform Company Ops immediately and by the quickest means possible –
Ops will inform the Head of Training.
 Complete an incident report form in accordance with the Company’s SMS
Manual. To be submitted to the Head of Training within 3 days.
1.1.20.9
Occurrence reporting
1.1.20.9.1 An 'occurrence' is any incident that is not a notifiable accident.
1.1.20.9.2 A 'reportable occurrence' is
 any defect or malfunction of any part of an aircraft or its equipment which, if
not corrected, would have endangered the aircraft, its occupants or any
other person,
 failure or inadequacy of facilities or services on the ground used, or in
connection with, the operation of the aircraft,
 any incident arising from the loading or carriage of passengers, cargo or
fuel.
1.1.20.9.3 The overriding criterion to determine whether an occurrence is reportable is if it
has endangered or, if uncorrected would have endangered, the aircraft,
occupants or other persons.
1.1.20.9.4 All pilots or any persons must report such occurrences on the CAA Occurrence
Report form SRG 1601 and submit it to the CAA with a copy to the Head of
Training.
1.1.20.9.5 For further information, see CAP 382 ‘MOR Scheme’.
1.1.20.10 AirProx
1.1.20.10.1 An airprox report shall be made whenever a pilot or controller considers that the
horizontal or vertical distance between aircraft has been such that the safety of
the aircraft was, or may have been, compromised.
1.1.20.10.2 Pilots wishing to make an airprox report should immediately inform ATC. If this
is not possible, then the report should be made as soon as possible after
landing, by telephone, to any UK ATCC.
1.1.20.10.3 A follow-up report on Form CA 1094 should then be submitted to the UK AirProx
Board within seven days.
1.1.20.10.4 For further information, see General Aviation Safety Sense leaflet 13A and UK
AIP, ENR Section 1.14.
1.1.20.11 Bird strike
1.1.20.11.1 Any bird strikes or near miss is to be reported. Online reporting is preferred at
www.caa.co.uk/birdstrikereporting Where online reporting is not possible,
reports may be made using Form SRG\2004 (see Chapter 5 of CAP 772 and
Article 227 of the ANO 2009).
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… the commander of an aircraft shall make a report to the CAA of any
birdstrike occurrence which occurs whilst the aircraft is in flight within the
United Kingdom.
The report shall be made within such time, by such means and shall
contain such information as may be prescribed …
Nothing in this article shall require a person reporting any occurrence …
which he has reason to believe has been or will be reported by another
person …
A person shall not make any report … if he knows or has reason to believe
that the report is false in any particular.
… ‘birdstrike occurrence’ means any incident in flight in which the
commander of an aircraft has reason to believe that the aircraft has been
in collision with one or more than one bird.
1.1.20.12 Wake vortices
Any pilots experiencing wake vortex problems are to report the incident on Form
SRG 1423. See AIC P072/2010 ‘Wake Turbulence’
Pilots shall avoid placing their aircraft in a position making them vulnerable to
Wake Vortex. Wake vortices, are present behind every aircraft, including
helicopters when in forward flight, but are particularly severe when generated by
heavy aircraft. They are most hazardous to aircraft with a small wing span
(including light helicopters) during the take-off, initial climb, final approach and
landing phases of flight. Aeronautical Information Circular (relevant Pink AIC)
'Wake Turbulence' provides detailed information including aircraft weight
categories and recommended spacing. General Aviation Safety Sense leaflet
15A Wake Turbulence also provides comprehensive information.
It is thought that helicopters can generate more intense vortices than fixed wing
aircraft of a similar weight.
Pilots must be particularly aware of heavy category aircraft operating from a
main runway adjacent to helicopter operating areas. High power engine ground
runs also create considerable jet blast.
ATC will generally inform pilots of potential wake turbulence and indicate the
appropriate spacing minima. When RT density permits they will also inform
pilots of engine ground running activity. Where no ATC service is available,
pilots should treat heavy category aircraft with extra caution.
1.1.20.13 Foreign Object Debris (“FOD”)
Instructors shall ensure that all low level operations are conducted in areas free
from any FOD. Instructors and students must also maintain a good lookout for
birds and attempt to anticipate their reactions to the helicopter and avoid any
birdstrike.
1.1.20.14 In the event that an aircraft is damaged:
Aircraft blades are to be tied down securely.
All switches selected off.
Headsets are to be stored in seat lockers (R22/R44) or boot (B206).
Cockpit is to be left locked.
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The aircraft and associated debris is not to be touched by anyone other than the
company personnel. In the case of an incident / accident that is to be attended
by the Air Accident Investigation Branch (AAIB), nothing is to be disturbed other
than rendering the aircraft safe.
1.1.20.15. Night Flying
1.1.20.15.1 Night Flying Limitations
1.1.20.15.1.1 Night instruction may be conducted by the Company for the issue of a night
qualification and for general experience to licence holders and CPL(H)
students.
1.1.20.15.1.2 Only those instructors with the appropriate rating and necessary qualification
shall conduct such night instruction.
1.1.20.15.1.3 The aircraft is to be adequately fitted with the equipment required for night
flying.
1.1.20.15.1.4 If parachute flares are fitted to the aircraft, students are to be fully briefed, by
their instructor, on the use of and dangers associated with, such pyrotechnics
prior to approaching a helicopter so equipped.
1.1.20.15.1.5 Each pilot to carry a serviceable torch.
1.1.20.15.1.6 Pilots shall be aware of the increased danger of deteriorating weather and
thus the increased likelihood of inadvertent cloud entry in the night
environment.
1.1.20.15.1.7 The Head of Training is to be informed when night flying is to be conducted.
1.1.20.15.1.8 Night circuit instruction will be conducted at Cambridge, Coventry or other
licenced, night capable airport as requirements dictate. Taxi patterns are to
conform to airport procedures such that helicopters are to remain on
illuminated taxiways and holding points. Transitions are only to commence
from the illuminated runway in use and approaches are only to be made to an
illuminated threshold or other part of the runway or illuminated taxiway as
approved by ATC and the Head of Training.
1.1.20.15.1.9 Prior to students conducting their first night solo, they are to have
demonstrated an adequate level of competence which is to include their
ability to deal with the following at night:
Landing lamp failure
Radio failure
Electrical failure
Go-around procedure
Engine failure
1.1.20.15.1.10 Practiced Forced Landings to below 500 feet AGL may only be conducted to
the illuminated runway and the go-around procedure must have been
commenced such that the helicopter does not descend below 200 feet AGL.
1.1.20.15.1.12 Landing at off airfield sites at night is strictly prohibited.
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1.1.20.15.2
Part 2 - Operations Manual
Night Flying Procedures
See Section 3.7 for Night Flying Procedures.
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1.1.20.16 Flying Over Water
Flying over water is permitted during navigational exercises as necessary. When
flying beyond auto-rotational distance from the coast in a single engine helicopter
flights must be conducted as follows:a)
Everyone must, as a minimum wear a lifejacket. In the event of an
emergency there will be neither time nor space to put it on.
b)
An emergency locator beacon must be carried by the instructor.
c)
Lifejackets be serviceable and have been tested by a qualified
organisation.
d)
Lifejackets must not be inflated until aircraft evacuation has taken
place.
e)
Pilots are, wherever possible to remain in contact with the most
appropriate aeronautical radio station (ATC).
f)
All occupants must be briefed by an instructor on the ditching
procedure. General Aviation Safety Leaflets: number 17B - Helicopter
Airmanship (para 3.12) and leaflet number 21 - Ditching, are
invaluable reading.
A Flight plan must be filed when flying over the sea more than 10NM from the
UK coastline.
Pilots must be aware that the weather over the sea can often be very different
from the land, e.g. sea fog and lack of visible horizon.
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2
2.1
Part 2 - Operations Manual
Technical
Aircraft Descriptive Notes
Technical details of the aircraft used for training can be found in the relevant
Pilots Operating Handbook or Flight Manual, which are to be considered as
Annexes to this Manual as follows:
Type
Annex
2.2
2.2.1.
2.2.1.2
2.2.1.3
2.2.1.4
2.2.1.5
2.3
2.3.1
2.3.2
2.3.3
POH/FM Ref.
Revision
A
R22
POH
Oct 2013
B
R44
POH
Oct 2013
C
B206
FM
Oct 2013
Aircraft Handling
Checklists
Aircraft are to be operated in accordance with the relevant checklist. Company
checklists may add to the manufacturer’s Pilot’s Operating Handbook (POH)
checklist but may not omit items, in the case of a conflict arising, the POH is to
take precedence.
Any conflict between the checklist and the Pilot’s Operating Handbook is to be
reported to the Head of Training without delay.
All pilots are to be in possession of the appropriate checklist for the aircraft type
they are flying.
Pilots are to comply with the checklist and handling notes, and be aware of any
POH supplements, safety bulletins and airworthiness directives applicable to
each specific aircraft type flown.
The current versions of checklists are available to download from the Members’
section of the Company website www.aeromega.com.
Limitations
Aircraft are to be operated within the limitations laid down in the Pilot’s Operating
Handbook and any relevant national legislation.
Should any limitation be exceeded inadvertently, the fact is to be recorded in the
technical log and the Head of Training is to be informed without delay.
If any structural or engine operating limitation is exceeded, the aircraft is to be
landed as soon as is practicable and is not to be flown again except with the
permission of the Head of Training.
2.4
Maintenance
The Company has maintenance agreements with the Engineering Companies
detailed in Appendix 9.
2.4.1
2.4.1.1
Technical Logs
It is the responsibility of all pilots, including trainee pilots on solo training
exercises, to check the aircraft technical log prior to engine start in order to
establish that the aircraft is serviceable for the proposed flight.
The PIC of the aircraft is to sign the ‘Captain’s Acceptance’ certifying that he is
satisfied with the pre-flight inspection and fuel/oil states for the intended flight.
2.4.1.2
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2.4.1.3
2.4.1.4
2.4.1.5
2.4.1.6
2.5
2.5.1
2.5.2
2.5.3
2.5.4
2.5.5
2.5.6
2.5.7
Part 2 - Operations Manual
On completion of the flight, the PIC is responsible for entering the flying time and
any un-serviceability. If a solo trainee has any doubts concerning the
serviceability of the aircraft then the matter is to be discussed with an instructor.
Any defect recorded in the technical log is to be cleared or deferred by a licensed
engineer, or other authorised person, prior to the next flight.
Care must be taken at all times to ensure that the technical log is completed
accurately, legibly and in full.
The format of Technical Log pages will be dependent upon the maintenance
company selected by helicopter owners. Consequently no fixed format is
specified.
Deferred Defects
Any aircraft defect that seriously hazards flight safety is to be rectified before the
aircraft’s next flight.
The decision as to whether a defect seriously hazards flight safety may be taken
only by authorised certifying staff as defined in EASA Part M
Rectification of any aircraft or operational defect that does not seriously hazard
flight safety may be deferred but it must be rectified as soon as practicable after
it is reported and within any time limits specified in the applicable maintenance
data.
Any defect not rectified before flight is to be recorded on the Deferred Defect
Record kept in the aircraft document folder. Rectification of aircraft defects may
be deferred only by authorised certifying staff as defined in EASA Part M.
Rectification of operational defects may be deferred by the pilot.
Aircraft defects are considered to be failure or malfunction of, or damage to, an
aircraft’s structure, systems and associated equipment that may affect its
airworthiness.
Operational defects are considered to be failure or malfunction of aircraft
instruments, equipment or systems not required to comply with Schedule 4 and 5
of the Air Navigation Order 2009, as amended.
Deferred defects and the action taken to correct them must also be recorded in
the relevant aircraft logbooks
2.6
Emergency procedures
2.6.1
2.6.1.1
General
In case of emergency, the procedures laid down in the relevant checklist are to
be followed. Where any conflict is found between the checklist and the Pilot’s
Operating Handbook, the latter is to take precedence.
Any conflict between the checklist and the Pilot’s Operating Handbook is to be
reported to the Head of Training without delay.
After suitable training, candidates will be required to deal with any simulated
emergencies as announced by their instructor. After 50% of any course is
completed, instructors are to brief candidates that they should expect simulated
emergency drills at any time. Instructors are to ensure that the flight regime and
conditions are suitable to ensure a safe outcome following the required
manoeuvres. No more than 3 such simulated emergencies may be included in
any one training flight, although more will be necessary during progress check
flights. Frequency and timings should be varied to provide a general element of
surprise. The instructor will be responsible for ensuring that any action taken will
not endanger the aircraft or those on board.
2.6.1.2
2.6.1.3
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2.7
Radio and radio navigation aids
2.7.1
All aircraft are fitted with VHF radio and basic navigational aids. No aircraft is to
fly without at least one VHF radio operational. Standard R/T procedures should
be used at all times. In the event of radio failure, pilots should squawk 7600,
return to the field. Join using the standard circuit pattern in use, give way to
other aircraft and await light signals from the tower. Do not cross an active
runway, approach or climb out - Vacate aiming point and shut down – await
assistance.
2.8
2.8.1
Allowable deficiencies
Aircraft are to meet the minimum airworthiness requirements at all times and all
equipment required by European and national legislation, appropriate to the type
of flight intended, is to be fitted and working.
2.9
Aircraft with an established Minimum Equipment List
Under Part-NCO of the Air Operations Regulation an approved Minimum
Equipment List is not mandatory for training aircraft.
2.10
Aircraft without an established MEL
For dual instructional flying in aircraft that do not have a minimum equipment list
established under the Air Operations Regulation, the component or system listed
in column 1 of the following tables may be inoperative prior to the flight
commencing, taking account of the environmental conditions indicated in
columns 2 and 3, subject to the remarks in column 4.
Allowable Deficiencies – Single-Engine Aircraft
Acceptable
(1) Deficiency
Cockpit or cabin lights
(4) Remarks
(2) Day
(3) Night


Torch to be carried at night
Strobes/Flashing beacon
Landing light/Taxi light

Navigation (Position) lights

Cabin heating


RPM Tachometer


Provided Governor & Low RPM Warning Horn functioning
Governor


Provided RPM tachometer & Low RPM Warning Horn
functioning
VSI


No solo student flights permitted
Attitude indicator

Magnetic Compass

Direction Indicator

VHF comms


Continue to destination only if no requirement for radio at
destination
Intercom


For non-instructional flights only
Radio navaids/GPS


Subject to legal requirement for the flight
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Day VMC only

No solo student flights permitted
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Transponder

Part 2 - Operations Manual

Subject to legal requirement for the flight. No solo flights
permitted
Fuel contents gauge


No solo student flights permitted
Visual inspection must be carried out before every flight
(Fuel for the planned flight with normal reserves, plus one
hour contingency fuel is the minimum departure load)
Oil Pressure Gauge


Provided Oil Pressure Light/Oil Temp Gauge serviceable
Oil Temp Gauge


Provided Oil Pressure light & gauge serviceable
Cylinder Head Temp Gauge


Provided Oil Temp Gauge working
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3
Route
3.1
3.1.1.1
Performance
Article 87 of the Air Navigation Order 2009 places on the pilot in command of an
aircraft the responsibility to ensure that having regard to the performance of the
aircraft in the conditions to be expected on the intended flight, and to any
obstructions at the places of departure and intended destination and on the
intended route, it is capable of safely taking off, reaching and maintaining a safe
height thereafter and making a safe landing at the place of intended destination.
Prior to each flight in an ATO aircraft, pilots are to ensure that the calculated
performance of the aircraft is sufficient to allow the intended flight profile to be
completed.
Robinson R22, Robinson R44 and Bell 206 are certificated as Group B. This
group covers those aircraft that cannot maintain a 50 ft/min net rate of climb after
an engine failure and has implications on the size and location of landing sites
and dictates the need to avoid flying over water outside of autorotative range
from dry land. In the event of an engine failure the subsequent landing must not
result in injury to the crew nor to third parties. This dictates that the aircraft may
not fly at night unless it is equipped with the necessary equipment – see
Allowable Deficiencies above.
3.1.1.2
3.1.1.3
3.1.1.4
The helicopter may not fly in IMC or in VMC on top of cloud.
3.1.2 Take-off
3.1.2.1
Incursions into the avoid curve should be limited to essential training exercises to
teach students confined area operations.
3.1.2.2
Appropriate Power checks must be conducted and the appropriate margin
calculated before attempting a manoeuvre into the avoid curve or a confined
area or limited power detail.
3.1.2.3
Operation from confined areas
●
Lookout turns essential
●
Perform Power Check to confirming adequate power margin
available for the manoeuvre to be attempted.
●
Fuel planning to take account of the manoeuvres to be
conducted
3.1.2.4
Instructors to be particularly aware of the dangers of turning out of wind and/or
hover taxiing downwind, particularly in high ambient temperatures or at high all
up weights.
3.1.3
Route
Cruising should be conducted at an appropriate altitude to ensure that the Rules
of the Air 5 & 6 are not contravened and that a safe landing may be carried out in
the event of a malfunction or emergency.
3.1.4
3.1.4.1
Landing
Operation from confined areas
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●
●
3.1.4.2
Adequate Recce essential
Perform Power Check and confirm adequate power margin
available for the manoeuvre to be attempted.
●
Fuel planning to take account of the manoeuvres to be
conducted
Instructors to be particularly aware of the dangers of turning out of wind and/or
hover taxiing downwind, particularly in high ambient temperatures or at high all
up weights.
3.2
Flight planning
3.2.1
3.2.1.1
Fuel
The minimum fuel to be carried on any VFR flight shall consist of the following
as detailed below) :
Minimum fuel + Start allowance + Route fuel
3.2.1.2.1
Minimum fuel
R22
R44
B206
4 US galls Beta
10.0 US galls
10.0 US galls
Start allowance
R22
R44
B206
0.5 US galls
2 US galls
2.4 US galls
5 US gals Beta II
3.2.1.2.2
Route fuel
Calculated as the fuel consumed for the estimated time of flight to the next
refuelling point, based on the forecast meteorological conditions.
3.2.1.2.3
Reserve
On navigation exercises a reserve must be added to the above fuel figures as
per the table below:
Day
-Over hospitable terrain 20 minutes flight time plus 10% of route fuel.
-Over water or inhospitable terrain 30 minutes flight time plus 10% of
route fuel.
Night 30 minutes plus 10% of route fuel
NB:
The normal fuel consumption rate is to be used in the above calculations,
as per the fuel consumption data table below.
A physical check of fuel contents using the dipstick provided is to be carried out
prior to all flights in R22 aircraft.
Fuel contents checks must be carried out at regular intervals.
3.2.1.2.4
Fuel Consumption
Fuel consumption is to be calculated using the following table
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R22 Beta
R44
B206
8 US galls/hr
17 US galls/hr
27 US galls/hr
Part 2 - Operations Manual
R22 Beta II
9 US galls/hr
Should the minimum fuel states, as above, occur in flight the helicopter shall be
landed as soon as possible, in the nearest available landing site. After landing,
the aircraft captain is to contact the Head of Training (or his nominated deputy)
immediately.
3.2.2
3.2.2.1
Oil
Before starting the engine of an ATO aircraft, the pilot is to ensure that the
engine oil level exceeds the minimum stated in the Pilot’s Operating Handbook /
Flight Manual.
3.2.3
3.2.3.1
Minimum Safe Altitude
Before departing on a cross-country flight, pilots are to calculate a minimum safe
altitude for the intended route: If, during the flight, the weather conditions are
such that the minimum safe altitude cannot be maintained in VMC with good
ground reference, the flight is to be terminated and the aircraft landed as soon as
practicable.
3.2.3.2.
The following table contains the Minimum Safe Altitudes for various exercises. It
must be emphasised that these are minima and wherever possible operations
should be conducted above these limitations to give an extra margin of safety.
Local area and cross country flying:
Minimum height:
600 ft agl
NB. Notwithstanding the above and Rules of the Air, sorties shall be planned so
as not to fly over any obstacle with less than 350’ vertical clearance.
Autorotations:
Local Area:
Entry minimum:
1,000 ft agl
Recovery minimum: 500 ft agl
Circuit
Entry minimum:
500 ft agl
Entry minimum:
1,500 ft agl
Vortex Ring:
Recovery minimum: 500ft agl
3.2.3.3
Hover training can be conducted at the airfield in any conditions at the
instructor’s discretion provided that:
ATC are satisfied that training can be conducted safely;
and that,
an adequate visible horizon exists and the screen is sufficiently clear of water
droplets to provide visual references. Instructors are to take into account the
student’s experience and capabilities to ensure that benefit can be derived
from flying in such conditions.
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3.2.4
Navigation Equipment
The PIC should ensure that before departure the aircraft’s navigational
equipment is checked for serviceability relevant to the lesson plan and that the
student ensures that they carry with them the necessary charts and flight
planning data.
3.3
Loading
3.3.1
3.3.1.1
General
No ATO aircraft is to take-off at a mass greater than the maximum authorised
Take-Off Mass (MTOM). To achieve this it may be necessary to reduce the fuel
load carried (with due regard to the fuel required for the flight as detailed in the
flight planning requirements at paragraph 3.2 above) or to reduce the payload.
In addition, pilots are to ensure that:
(a) The aircraft mass will be below the Maximum Landing Mass (MLM) before
the first landing, if applicable;
(b) The crew/passenger/baggage/ballast distribution results in a C of G
position within the flight envelope published in the Pilot Operating
Handbook/Flight Manual.
3.3.2
3.3.2.1
Load Sheets
It is the responsibility of the PIC to ensure that an aircraft is loaded in such a way
as to meet the limitations related to all up weight and centre of gravity detailed in
the appropriate flight manual or pilot’s operating handbook. If any doubt exists, a
load sheet is to be prepared, in accordance with the relevant Pilot’s Operating
Handbook/ Flight Manual, showing longitudinal & Lateral centre of gravity.
3.4
Weather Minima (Flight Instructors)
This section contains the weather maxima or minima advised by the Company.
Instructors are to apply more restrictive limits where experience warrants.
Instructors and/or students are not to be compelled to fly just because conditions
are within these limits. The PIC must still be comfortable that the prevailing
conditions are within instructor & students’ capabilities. Any additional limitations
specified in the Pilots’ Operating Handbook for the relevant type also apply.
For Dual Flying in the Circuit and Local Area :
Max surface wind
18 kts or gusting above 29kts
Minimum visibility
4 kms
Min cloudbase
800ft agl
Cross Country Flight
Minimum visibility
6 kms
Min cloudbase
1200ft agl
Low Level Manoeuvres
Crosswind/downwind
27 knots
Helicopter visible to ATC
3.5
Weather Minima, (PPL Students)
Student Solo, Local Circuits
Max constant surface wind
Max gusts
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Min visibility
Min Cloudbase
8 km
1,000 agl
Student Solo, Cross Country
Max constant surface wind
Max gusts
Min visibility
Min Cloudbase
3.6
Part 2 - Operations Manual
15 kts
Nil
10 km
1,800 agl
Training Routes/Areas
Training will be mainly carried out within a radius of 100 miles from Cambridge,
providing Controlled Airspace, Prohibited areas and danger areas are avoided or
contact made with the relevant ATC provider.
3.6.1
Aerodrome Opening Hours
Day Training at Cambridge will normally take place between the hours of 09:00
to 18:00. Training outside these hours may be arranged subject to airport
opening times provided that suitable fire cover is in place.
Night Training will be conducted between the onset of legal night and the airfield
closing time. This will vary depending of the time of year.
3.6.2
Parking & Taxiing Procedures
(a) Parking area:
Hangar 23 Apron – dual only - unless authorised in
writing. Helicopter Grass Parking adjacent to Taxiway
Alpha;
(b) Tie-down blades if helicopter parked overnight or forecasts winds exceed
15 knots;
(c) R/T calls are required for start, taxi, runway crossing and departure;
(d) Taxi routes
Hangar 23 Apron to Hotel Charlie, or
Non- standard to Hotel Alpha via Taxiway Alpha and
between light- aircraft parking and helicopter Grass
Parking
(e) Taxi speed:
Brisk walking pace unless conditions require otherwise.
3.6.3
Circuit procedures
(a) 700 QFE to South of the airfield
(b) R/T calls required
Ready for Departure Circuit Left / Right
Final H1 / H2 / 23 Grass / 28 Grass
(c) Avoid deviating from published circuit diagram- see Appendices;
(d) No alternative bad weather circuit procedures for helicopters but beware
fixed wing circuit may drop to 600 feet QFE;
(e) No more than 2 solo helicopters in the circuit simultaneously;
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3.6.4
VFR Circuit Departure
Circuit departure points:
To the North via November - Horningsea Reservoir
To the South via Sierra – Gog Magog Golf Course
To the East via Echo – Tree Plantation near Bottisham
To the West – No Westerly departures permitted due to Congested Area:
Depart via November or Sierra.
3.6.5
Noise Abatement
(a) Avoid flying over local villages (except in accordance with published
circuit pattern)
3.6.6
Local Flying Area
(a) Limits of local flying area
Avoid operating within 1 nm of the Stansted CTA and TMZ
Avoid operating within 1 nm of the Lakenheath/Mildenhall MATZ
Avoid operating within 1 nm of the Wyton and Duxford ATZ
(b)
Hazards
Nearby Unlicenced airfields
Bourn, Newmarket Race Course, Little Shelford and Main Hall Farm. See
Aeronautical Charts.
Duxford Air Displays
The Imperial War Museum at Duxford organises several Air Display
weekends every year. Consult NOTAMS to ensure that the area is
avoided during such times.
Bottisham Model Flying Club
Pilots are to be aware of the model flying site at Bottisham, approximately
700 metres to the East of point Echo where radio controlled models may
be operated up to any altitude. The site is located at N 52° 12’36” E 0° 15’
57” or TL 548 593. It is shown on the attached plan as a cross hatched
area and consists of a rectangular grassed area of approx. 75 square
metres. Located at the site is a shipping container, the roof of which has
been marked with two fluorescent crosses. Site elevation is 71 feet above
mean sea level. Pilots are required to remain below 700 feet QFE
between the airfield and point Echo.
Generally models operate above the area marked on the attached plan
by single hatching up to altitudes 600 feet QFE, but they may well
operate above this level on occasions. Since models are not altimeter
equipped and accurate heights cannot be guaranteed, pilots should
maintain 700 feet QFE and use their best endeavours to avoid overflying
the site if it appears to be active. A good indicator of potential activity is
the presence of cars at the site and particularly the presence of a
windsock. In such situations pilots shall endeavour to:
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i) remain North of the A14 until clear of the single hatched area, or
ii) route South to avoid overflying the single hatched area.
The model flying club’s procedures are that club members will use their
best endeavours to conduct general flying below 600 feet QFE and any
overflying aircraft must always be avoided. In the event that a club
member intends or suspects that their manoeuvres are likely to exceed
600 feet QFE, they should only do so with a nominated observer who will
keep a constant lookout and warn of any aircraft entering the vicinity.
This observer should also monitor the relevant Cambridge radio
frequencies to receive early warning of any potential conflicts. On
receiving any such warning, the model must immediately be descended
below 400 feet QFE.
In the event of any airprox with a model, pilots shall (in addition to any
other action required by law) note the exact time and location of the
incident and contact the following persons immediately upon landing:
Mr Will Newman Bottisham model flying club: Mobile 07831 467539
Capt. Duncan Bickley Aeromega Helicopters: Office 01223 294488
Mobile 07969 990210.
NB: Immediate Communication and action is crucial to help identify
the aircraft involved and re-brief accordingly.
(c)
R/T procedures
Within the ATZ, Full ATC Service on Cambridge Tower Frequency
Outside the ATZ, Full ATC service on Cambridge Approach / Radar
Frequency
3.6.7
Standard Cross-country Routes
See Individual Training Manuals
3.6.8
Prohibited and Danger Areas
(a) There are no designated Prohibited or Danger Areas within the
immediate vicinity of Cambridge.
(b) Whilst the Lakenheath MATZ may be transited when Lakenheath Radar
is closed, it is absolutely forbidden to fly within 1 mile of the Lakenheath
ATZ without having obtained permission from the base prior to take-off.
3.6.9
Circuit Rejoin Procedures
(a)
R/T calls required
On Rejoin:
Advise Cambridge Approach/Radar with 2 miles to run before Circuit
Joining Points. Expect to be switched to Cambridge tower Frequency for
Joining Instructions.
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(b)
(c)
3.6.10
Part 2 - Operations Manual
Join via a designated joining point November, Sierra or Echo
Proceed to join the helicopter circuit as directed by ATC.
After Flight Procedures
(a) Parking at Helicopter Grass Parking or Hangar 23 Apron (Authorised Pilots
only) as operational requirements dictate.
(b) Fuelling
Avgas fuelling is carried out from our own bowser and may only be
conducted under the supervision of an instructor.
For Jet A1 or In the event that an Instructor is not available, fuel may be
requested from the airport.
(c) Securing the aircraft
Helicopters being left outside the hangar for the night must have their doors
locked, covers on and blades tied down.
Hangar should be locked overnight and the fuel bowser must be parked in
its bund with the doors and nozzle locked.
All keys must be returned to Ops.
3.7
Night Flying Procedures
3.7.1
Departures and Approaches
Helicopters are only to take off / land and transition to / from a landing zone
(LZ) that is adequately illuminated for the purpose. This may include a
runway, taxiway, heli-spot, apron or Bardic T. At Cambridge Airport this will
be the illuminated threshold of the main runway 23. Helicopters are to taxi via
the illuminated taxiways having first gained ATC clearance to do so.
3.7.2
Circuits
Circuits are only to be flown in the 23 left hand pattern and should be
integrated with at fixed wing aircraft at 1,000’. Downwind RT calls are to be
made each circuit. Circuits using 05 threshold are not permitted due to land
clear requirements.
3.7.3
Off Airfield Work
An “Ops Normal” call should be made to ATC every 10 minutes to confirm that
aircraft radios are still functioning.
3.7.4
Radio Failure
In the event of a total radio failure, pilots should immediately squawk 7600 but
continue listening out for instructions. Pilots should join at one of the
designated Helicopter VRP’s giving way to other traffic. Pilots should then fly
down the centre line of runway 23 at 1000’ flashing position lights and
watching for any light signals from the tower (see below). If no signals are
apparent, repeat the manoeuvre. If there are still no signals from the tower,
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the pilot should continue to give way to other traffic and then follow the circuit
pattern to make an approach to the 23 threshold. The runway should be
vacated immediately. Contact the tower by other means for further
instructions.
The same procedure should be used for a total electrical failure, modified as
necessary.
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Personnel Training
4.1
Responsibilities
The Head of Training is responsible for the supervision of all flight instructors and
the standardisation of all flight instruction. They are also responsible for
maintaining appropriate training records which shall be retained for a minimum of
5 years.
4.2
Initial Training
(a) Initial training given to flight instructors before commencing instructional
duties in the ATO.
i.
Company organisation, procedures and standardisation
ii.
Theoretical knowledge instruction on the aircraft types on which
instruction is to be given
iii.
ATO documentation (Operations Manual, Training Manual,
Organisation Management Manual, etc.)
iv.
Maintenance procedures including allowable deficiencies/MEL
v.
Theoretical knowledge training programme
vi.
Flight training programme (for each type)
vii. Emergency and safety training
viii. Local area familiarisation/standardisation check (only one type
necessary)
ix.
Theoretical knowledge training programme
x.
Completion of the New Instructors Checklist in the SMS Manual
4.3
Refresher Training
(a) Each Instructor will undertake an annual standardisation / refresher
training flight with the Head of Training. This may be conducted as a
continuation of a flight after the completion of a successful proficiency
check but the two components must be clearly separated and must be
briefed and conducted separately.
(b) Annual refresher training only needs to be conducted on one type each
year. Where practicable, check flights will be rotated through the types on
each instructor’s licence.
4.4
Standardisation Training
(a) An annual standardization meeting is to be conducted with all instructors
present. The Head of Training will produce an agenda and minutes
4.5
Proficiency Checks
(a) Instructor Proficiency checks are to be conducted by the Head of Training
or in exceptional circumstances by another FE designated by the Head of
Training.
(b) Copy of the proficiency check forms are held to be held on file and new
expiry dates are to be recorded on the Head of Trainings Key Dates
whiteboard and an entry made with alerts in the Company computerised
diary.
(c) Integration of proficiency checks with refresher/standardisation training.
See 4.3 above.
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4.6
Upgrading Training
Not Applicable
4.7
ATO Personnel Standards Evaluation
(a) As a very small organization, the Head of Training is constantly in very
close contact with all instructors. By acting as Examiner of an instructor’s
students in many cases or receiving a debrief from guest examiners, the
Head of Training is able to gain a reasonable opinion of the standards of
instruction being given. Combined with the annual standardization flights
and proficiency check, the Head of Training will identify weaknesses and
provide advice on progression.
APPENDICES
1
Cambridge Circuit Plan
2
Cambridge Airfield Plate
3
Initial Instructor Training Form
4
Instructor Standardization Refresher Check Form
5
Training Aircraft Fleet
6
Training Aerodromes
7
Sample Authorised Signatures
8
Flight Authorisation Sheet
9
Part M Maintenance Companies
10
List of Instructors
11
Operational Crew Instructions
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Appendix 1
Part 2 - Operations Manual
Cambridge Circuit Diagram
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Appendix 2
Part 2 - Operations Manual
Cambridge Airport Plate
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Appendix 3
Part 2 - Operations Manual
Initial Instructor Training Form
To be completed before new instructors commencing instructional duties in the ATO.
New Instructor Name……………………….Licence No: GBR.FCL.CP…………………../H
Types on Licence: R22 / R44 / B206
Courses Permitted: PPL / TRT / CPL / FIC
Induction Delivered by:………………………....Position……………………………….
Item
Date
Received Initials
Company organisation, procedures and
standardisation
Theoretical knowledge instruction on each type
Documentation Read:
Operations Manual
Training Manuals:
PPL
TRT
CPL
FIC
Organisation Management Manual
SMS Manual
Maintenance procedures
Allowable deficiencies
MEL
Flight training programmes
Emergency and safety training
Local area familiarisation/standardisation check
SMS Manual New Instructors Checklist
completed.
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Appendix 4
Part 2 - Operations Manual
Instructor Standardisation Refresher Check Form
Instructor Name: Capt………………………………………………
Date of check:………………………………………………………
Conducted by Capt:…………………………………………………
Aircraft used: G – ………………….
Type:…….……………
Flight Time…………………………..
Exercise
Selected Profile
Checked:
F(light )
or
V(erbally)
Comments
Upper Air Work
Autorotation
Hover Training
Take –off & Landing
Low Level
Manoeuvres
Sloping Ground
Circuits
Emergencies
Summary:…………………………………………………………………………..
Signatures: Examiner: ………………………………….Instructor Candidate ………………
Date
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Appendix 5
Training Aircraft Fleet
The following helicopters may be used for training, providing that they are suitably equipped for the
exercise to be conducted:
Type
Registration
R22 Beta
G-TINK
R22 Beta
G-DLDL
R22 Beta
G-LYNC
R44 Raven I
G-CFCM
R44 Raven II
G-WEAT
R44 Raven II
G-MARF
B206
G-ONTV
B206 III
G-OCFD
Other helicopters may be used as temporary replacements for a period not exceeding 90 days in the
event of unserviceability providing they are approved by the Head of Training using the following
procedure, pending amendment of this manual.
Procedure for Approval of Helicopters for Use in Training.
Upon having inspected a helicopter intended for temporary use at the ATO, the Head of Training
shall conduct an Aircraft Documentation Audit using the form specified in Appendix 5 of the
Company Organisation Management Manual. Upon documentation being found to be in order, the
Head of Training will make an annotation in the Auditor Comments section of the form authorising
that helicopter to be used on the specified training courses, together with any restriction thereon.
After which it may be used in accordance with that authorisation. A copy of the signed form is to be
retained with this Appendix 5 of the office copy of this Manual.
If the temporary use of the helicopter is to become permanent, a sub-contractor agreement is to be
drawn up with the Part M maintenance company responsible and the company added to the list
approved maintenance companies. The helicopter shall also be added to the table in this Appendix
5.
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Appendix 6
Part 2 - Operations Manual
Training Aerodromes:
The Company’s base aerodrome is :
Cambridge International Airport (EGSC)
Newmarket Road,
Cambridge,
CB5 8RX
The following courses are provided:
Private Pilot’s Licence (H)
Commercial Pilots Licence (H) (Modular) – Flying Only
Flight Instructors Course (H) (Restricted)
Type rating Courses:
R22
R44
B206
The Company will use the following aerodromes for the purpose of land away navigation training for
the PPL solo cross country qualifier:
Cranfield
Turweston
Peterborough Conington
Sywell
Coventry
EGTC
EGBV
EGSF
EGBK
EGBE
Instructors may also use any other licenced aerodrome as necessary.
The use of unlicenced sites is necessary for Confined Area Training. Only sites approved by the
Head of Training shall be used and instructors are reminded of their responsibility to ensure that
adequate safety measures are in place at any proposed location.
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Replacing EASA OPS 2
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Part 2 - Operations Manual
Appendix 7
Authorised Signatures
Sample Signatures
Capt. Duncan Bickley………………………………………………….
FCL.CP.317128L.H
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APPENDIX 8
Part 2 - Operations Manual
FLIGHT AUTHORISATION SHEET
MONTH:
NB. By signing this sheet you are confirming that your licence, medical certificate, and ratings are valid for
the intended flight and you are in compliance with the necessary currency requirements.
FLIGHT
AUTH
PILOT
DATE
STUDENT /
EXERCISE
A/C
PILOT
TYPE
SIG.
SIG.
PASSENGER
FROM / TO
REG
FLIGHT TYPE CODES:
PPL
T1:
Staff Dual
OTHER
CPL:
CPL (H) Training
TESTS:
E1:
Skills Test
Version 3 Issued August 2015
T2:
Freelance Dual
E2:
Type Rating Test
Replacing EASA OPS 2
T3:
FIC
E3:
DATCON
START
S Self Fly
Solo
Flight Instructor Course
Proficiency Check
STOP
FLIGHT TIME
TOTAL
POSITIONING
Page
P1
TRT
E4:
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TIME
UP
TIME
DOWN
DUAL
P2:
Staff
Type Rating Training
Other
SOLO
/ SFH
Hour Builder
CUSTOMER
Cambridge Helicopters Ltd t/a Aeromega Helicopters
APPENDIX 9
Part 2 - Operations Manual
PART M MAINTENANCE COMPANIES
The following companies are contracted to provide continuing maintenance of the ATO helicopters in
accordance with Part M.
R22’s & B206
Helimech Ltd
Brooke Farm
Salford Rd
Hulcote
Bedfordshire
MK17 8BS
Phone: 01525 288418
Fax:
01525 280321
Mobile: 07881558885
R44’s
Sloane Helicopters Ltd
The Business Aviation Centre
Sywell Aerodrome
Sywell
Northants, NN6 0BN
United Kingdom
Phone : +44 (0)1604 790 595
Fax :
+44 (0)1604 790 988
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APPENDIX 10
Part 2 - Operations Manual
List of Instructors
The following instructors may conduct training for the courses indicated in the appropriate
columns of the table below.
Instructor
Forename
Duncan
Ian
Alex
Geoffrey
John
Robert
Michael
Iain
D
W
R
W
Surname
Licence No
Bickley
Mills
Law
Day
Spring
Stilgoe
Jupp
Ruggles Brise
FCL.GBR.317128L.H
FCL.GBR.431660F.H
FCL.GBR.439882C.H
FCL.GBR.214864R.H
FCL.GBR.322078H.H
FCL.GBR.475466B.H
FCL.GBR.329297E.H
FCL.GBR.497618E.H
Version 3 Issued August 2015
Replacing EASA OPS 2
Authorised to instruction
for:
FIC CPL PPL Type
(H)
(H)
Ratings
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
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Part 2 - Operations Manual
APPENDIX 11
OPERATIONAL CREW INSTRUCTIONS
OCI
NUMBER
OCI 0
ISSUE DATE
EXPIRY DATE
(max 6 months)
Summary of Requirement
Manuals Affected:
Ops Manual
TRT
Section Ref:
Change Required:
Section Ref:
Ops Manual
Change Required:
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