AVIATION OPERATIONS GUIDE

ExxonMobil

OPERATIONS INTEGRITY MANAGEMENT SYSTEM

AVIATION SUPPLEMENT

Reissue Date: 20 March 2025

INTENTIONALLY LEFT BLANK
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NOTICE

NOT SUBJECT TO REVISION WHEN PRINTED OR ELECTRONICALLY STORED

PERSONNEL USING PRINTED OR ELECTRONIC COPIES ARE RESPONSIBLE TO ENSURE THAT THE
GUIDE IS THE MOST CURRENT VERSION

CONTACT THE DEPARTMENT BELOW OR CHECK THE EXXON MOBIL CORPORATION SAFETY,
HEALTH & ENVIRONMENT INTRANET WEB SITE OPERATIONS INTEGRITY (OIMS)

THIS DOCUMENT IS STEWARDED BY EXXONMOBIL AVIATION SERVICES (EMAS) WHICH IS SOLEY

VESTED WITH THE AUTHORITY TO EFFECT CHANGES TO THIS DOCUMENT.

THIS DOES NOT PRECLUDE EXXONMOBIL AFFILIATES AND BUSINESSES FROM INSERTING LOCAL
COMPANY REQUIREMENTS IN SECTION 11 AS DESCRIBED UNDER PARAGRAPH 1.1.2 HEREIN.

AOG Document Control Process

1. Proposed amendments to the AOG should be submitted to the Aviation Services Aviation Advisor
responsible for advising the submitting Affiliate. The Aviation Advisor responsible can be identified
by contacting Aviation Services as indicated below. When that contact is unknown or unavailable,
proposed amendments should be submitted to:

Exxon Mobil Corporation

Aviation Services
18000 Chanute Rd.
Houston TX 77032 USA
Telephone: 1-281-626-1095
Email: [Link]@[Link]

2. The AOG includes an electronic tag that will add ‘Uncontrolled When Printed’ to every page printed
from the online version.
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LIST OF REVISIONS
Effective Date Description
Action
of Revision of Change

Original Issue 29 January 1992 Original Issue of manual

Revision 01 1 October 1993 Re-issue of entire manual

Amendment 15 April 1994 Routine Update

Amendment 26 September 1994 Amended Indemnity Form

Re-issue of manual (Incorporates editorial changes, prior

Re-Issue 1 June 1996
revisions, amendments and standardizes format)

Re-issue of manual (Incorporates editorial changes, prior

Re-Issue 6 June 2000
revisions, amendments and standardizes format)

Re-issue of manual (Incorporates editorial changes, prior

Re-Issue 1 September 2001
revisions, amendments and standardizes format)

Amendment 13 December 2001 Routine Update

Re-issue of manual (Incorporates editorial changes, prior

Re-Issue 21 August 2002
revisions, amendments and standardizes format)

Amendment 21 October, 2002 Routine Update

Re-issue of manual (Incorporates editorial changes, prior

Re-Issue 5 February 2004
revisions, amendments and standardizes format)

Re-issue of manual (Incorporates editorial changes, prior

Re-Issue 6 May 2004
revisions, amendments and standardizes format)

Re-issue of manual (Incorporates editorial changes, prior

Re-Issue 1 September 2005
revisions, amendments and standardizes format)

Re-issue of manual (Incorporates editorial changes, prior

Re-Issue 15 January 2007
revisions, amendments and standardizes format)

Re-Issue 22 August 2008 All Sections and Pages Replaced

Re-Issue of manual (Incorporates editorial changes, prior

Re-Issue 15 June 2010
revisions, amendments)

Re-Issue of manual (Incorporates editorial changes, prior

Re-Issue 7 May 2012
revisions, amendments)

Re-Issue 21 February 2013 Re-Issue of manual (Incorporates editorial changes, prior

revisions, amendments)
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Re-Issue 21 March 2014 Re-Issue of manual (Incorporates editorial changes, prior

revisions, amendments)

Re-Issue 1 March 2015 Re-Issue of manual (Incorporates editorial changes, prior

revisions, amendments)

Re-Issue 1 March 2016 Re-Issue of manual (Incorporates editorial changes, prior

revisions, amendments)

Re-Issue 1 March 2017 Re-Issue of manual (Incorporates editorial changes, prior

revisions, amendments)

Re-Issue 21 March 2018 Re-Issue of manual (Incorporates editorial changes, prior

revisions, amendments)

Re-Issue 1 March 2019 Re-Issue of manual (Incorporates editorial changes, prior

revisions, amendments)

Re-Issue 15 March 2020 Re-Issue of manual (Incorporates editorial changes, prior

revisions, amendments)

Re-Issue 31 March 2021 Re-Issue of manual (Incorporates editorial changes, prior

revisions, amendments)

Re-Issue 29 March 2022 Re-Issue of manual (Incorporates editorial changes, prior

revisions, amendments)

Re-Issue 27 March 2023 Re-Issue of manual (Incorporates editorial changes, prior

revisions, amendments)

Re-Issue 28 March 2024 Re-Issue of manual (Incorporates editorial changes, prior

revisions, amendments)

Re-Issue 20 March 2025 Re-Issue of manual (Incorporates editorial changes, prior

revisions, amendments)
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LIST OF CURRENT YEAR CHANGES

20 March 2025
Paragraph Changes – are all noted in blue text and left vertical bar

Very minor editorial/grammatical changes, etc. are marked noted as above, but not detailed as
Multiple
changes in the list of changes

Page ix Changed definition of NOTAM to “Notice to Airmen”

1.0.2 Changed “air transport” to “aviation”.

Changed to read: The AOG’s requirements and expectations for safety should be used for
Company contracted, owned, leased, or rented aviation services. Operating safe and effective
1.0.3
aviation services is fundamental to successful business performance and is CRITICAL for avoiding
possible aviation incidents.

Table 5.5 Changed to read: up to 50% may be obtained in flight simulator

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INTERIM CHANGES (IC) ISSUED DURING 2025

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TABLE OF CONTENTS

NOTICE…………………… ................................................................................................................................i
LIST OF REVISIONS .......................................................................................................................................ii
LIST OF CURRENT YEAR CHANGES ..........................................................................................................iv
INTERIM CHANGES (IC) ISSUED DURING 2019 .........................................................................................v
ACRONYMS………………..............................................................................................................................ix
DEFINITIONS…………… ................................................................................................................................x
SECTION 1 – GENERAL INFORMATION ..................................................................................................101
1.0 PURPOSE .......................................................................................................... ……………..101
1.1 USE OF THE AOG ................................................................................................................. 101
1.2 WAIVERS ............................................................................................................................... 101
1.3 QUALIFIED AVIATION ADVISOR AND AVIATION SUPERVISORS .................................. 101
1.4 EXTERNAL REVIEWS ........................................................................................................... 102
1.5 AIRCRAFT SECURED BY THIRD PARTIES OR EMPLOYEES .......................................... 102
1.6 USE OF UNMANNED AERIALSYSTEMS (UAS), LIGHTER THAN AIR AIRCRAFT, AND
NEW TECHNOLOGY LIFTING BODIES ...................................................................................... 102
1.7 OTHER AVIATION MANAGEMENT RESOURCES.............................................................. 103
1.8 REPORTS .............................................................................................................................. 103
SECTION 2 – AVIATION OPERATIONS ....................................................................................................201
2.0 EVALUATION and USE of OPERATORS ............................................................................ 201
2.1 PERIODIC AND RANDOM REVIEWS ................................................................................... 201
2.2 CONTRACT PREPARATION ................................................................................................ 202
2.3 CERTIFICATES OF INSURANCE ......................................................................................... 202
2.4 DRUGS AND ALCOHOL ....................................................................................................... 202
SECTION 3 – PASSENGER AND CARGO MANAGEMENT .....................................................................301
3.0 WEIGHT AND BALANCE ...................................................................................................... 301
3.1 CARGO .................................................................................................................................. 301
3.2 HAZARDOUS MATERIALS (DANGEROUS GOODS) ......................................................... 301
3.3 PASSENGER MANIFESTS ................................................................................................... 301
3.4 PASSENGER WEIGHTS ....................................................................................................... 301
3.5 PASSENGER BRIEFINGS .................................................................................................... 302
3.6 VIDEO BRIEF ......................................................................................................................... 303
3.7 MULTI-LANGUAGE OPERATIONS ...................................................................................... 304
3.8 PASSENGER MARSHALLING AREAS ................................................................................ 304
3.9 PASSENGER TRAINING ....................................................................................................... 304
3.10 PASSENGER DRESS REQUIREMENTS ........................................................................... 305
3.11 PASSENGER AND CARGO MANAGEMENT ON HELIDECKS ........................................ 305
3.12 PASSENGER SEATING ...................................................................................................... 305
SECTION 4 – AIRCRAFT CRITERIA ..........................................................................................................401
4.0 AIRCRAFT SELECTION ........................................................................................................ 401
4.1 OPERATING ENVIRONMENT ............................................................................................... 401
4.2 ACCEPTANCE CRITERIA ..................................................................................................... 401
4.3 CONFIGURATION CRITERIA ............................................................................................... 402
4.4 MAINTENANCE CRITERIA ................................................................................................... 402
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4.5 ADDITIONAL CRITERIA ....................................................................................................... 406

4.6 AIRPLANE CRITERIA ........................................................................................................... 406
4.7 HELICOPTER CRITERIA ...................................................................................................... 407
SECTION 5 – PERSONNEL ........................................................................................................................501
5.0 GENERAL .............................................................................................................................. 501
5.1 FLIGHT & DUTY TIME – GENERAL ..................................................................................... 501
5.2 FLIGHT TIME LIMITS ............................................................................................................ 501
5.3 FATIGUE MANAGEMENT ..................................................................................................... 502
5.4 PILOT REQUIREMENTS ....................................................................................................... 502
5.5 CABIN CREW REQUIREMENTS (WHERE USED) .............................................................. 504
5.6 SUPPORT AND TECHNICAL PERSONNEL REQUIREMENTS .......................................... 504
5.7 ROLE SPECIFIC REQUIREMENTS ...................................................................................... 506
5.8 TRAINING RECORDS AND PROGRAMS ............................................................................ 506
5.9 CREWMEMBER PROTECTIVE EQUIPMENT ...................................................................... 506
5.10 HELICOPTER AB INITIO QUALIFICATION TRAINING PROGRAM ................................. 506
SECTION 6 – OPERATIONAL CRITERIA – AIRPLANES, HELICOPTERS, TETHERED
BALLOONS, LIGHTER THAN AIR VEHICLES .............................................................................601
6.0 FLIGHT RULES AND WEATHER.......................................................................................... 601
6.1 FLIGHT POSITION REPORTING (FLIGHT FOLLOWING) .................................................. 603
6.2 FUEL MINIMUMS ................................................................................................................... 604
6.3 REFUELING WITH ENGINES RUNNING (RAPID REFUELING) ......................................... 604
6.4 FLIGHT / DUTY TIME AND FATIGUE MANAGEMENT - SEE SECTION 5 ........................ 605
6.5 GROUND RUNNING AIRCRAFT .......................................................................................... 605
6.6 GEOPHYSICAL SURVEY OPERATIONS ............................................................................. 605
6.7 MOUNTAIN FLYING .............................................................................................................. 605
6.8 AERIAL APPLICATION (SPRAY OPERATIONS) ................................................................ 605
6.9 PIPELINE PATROL / AERIAL SURVEILLANCE .................................................................. 606
6.10 FLIGHT IN CONGESTED, HEAVILY POPULATED or INDUSTRIAL AREAS .................. 607
6.11 OPERATOR STANDARDS .................................................................................................. 607
6.12 TETHERED BALLOONS AND LIGHTER THAN AIR AIRCRAFT OPERATIONS ............ 609
SECTION 7 – ADDITIONAL OPERATIONAL CRITERIA – HELICOPTERS ONLY..................................701
7.0 OFFSHORE HELICOPTER OPERATIONS ........................................................................... 701
7.1 OFFSHORE HELICOPTER ADVERSE WEATHER OPERATIONAL LIMITATIONS .......... 704
7.2 WINCHING (HOISTING) OPERATIONS ............................................................................... 705
7.3 EXTERNAL LOADS ............................................................................................................... 707
SECTION 8 – AIRBASE DESIGN AND OPERATION ................................................................................801
8.0 AIRBASES ............................................................................................................................. 801
8.1 AIRPORTS AND AIRSTRIPS ................................................................................................ 803
8.2 HELIDECKS ........................................................................................................................... 804
SECTION 9 – FUEL SYSTEM DESIGN AND MANAGEMENT ..................................................................901
9.0 GENERAL .............................................................................................................................. 901
9.1 FUEL QUALITY CONTROL................................................................................................... 901
9.2 RAPID REFUELING (Refueling with Engines Running) See 6.3.3 ................................... 903
9.3 PORTABLE OFFSHORE FUEL TRANSPORT TANKS ....................................................... 904
SECTION 10 – EMERGENCY RESPONSE PLANNING AND SURVIVAL EQUIPMENT .......................1001
10.0 GENERAL .......................................................................................................................... 1001
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10.1 AIRCRAFT IN THE EMERGENCY RESPONSE ROLE .................................................... 1001

10.2 SCENARIO DRILLS ........................................................................................................... 1001
10.3 SEARCH AND RESCUE (SAR) SERVICES and EQUIPMENT ....................................... 1002
10.4 SURVIVAL EQUIPMENT ................................................................................................... 1003
10.5 EMERGENCY FLIGHTS .................................................................................................... 1005
10.6 OVERDUE AIRCRAFT ...................................................................................................... 1006
10.7 ACCIDENT, INCIDENT AND HAZARD REPORTING AND ACTIONS TO RETURN
AIRCRAFT / AIRCREW TO SERVICE ....................................................................................... 1006
SECTION 11 – AFFILIATE LOCAL AREA SUPPLEMENT (LAS) ...........................................................1101
SECTION 12 – UNMANNED AERIAL SYSTEMS (UAS) .........................................................................1201
12.0 GLOSSARY OF TERMS .................................................................................................... 1201
12.1 BACKGROUND ................................................................................................................. 1203
12.2 GENERAL .......................................................................................................................... 1203
12.3 APPROVAL TO OPERATE: .............................................................................................. 1204
12.4 UAS OPERATOR & PILOT QUALIFICATION, EXPERIENCE & TRAINING (U, T) ........ 1204
12.5 UAS OPERATOR REQUIREMENTS (U, T) ...................................................................... 1205
12.6 OPERATIONS .................................................................................................................... 1207
12.7 COMMUNICATIONS (U, T): .............................................................................................. 1209
12.8 SAFETY (U, T) ................................................................................................................... 1209
12.9 MAINTENANCE (U, T) ....................................................................................................... 1210
12.10 CERTIFICATES OF INSURANCE ................................................................................... 1210
12.11 TETHERED UAS OPERATIONS ..................................................................................... 1210
12.12 BEYOND VISUAL LINE OF SITE (BVLOS) .................................................................... 1210

SECTION 13 – TABLES, CHARTS & FORMS .........................................................................................1301

TABLES ................................................................................................................................. 1301
CHARTS ................................................................................................................................. 1301
FORMS ................................................................................................................................. 1301
TABLE 4.8 – AIRPLANE RECOMMENDED EQUIPMENT ....................................................... 1303
TABLE 4.9 – HELICOPTER RECOMMENDED EQUIPMENT ................................................... 1306
TABLE 5.5 – PILOT CURRENCY & TRAINING REQUIREMENTS .......................................... 1308
TABLE 5.6 – ENGINEERING AND SUPPORT POSITIONS ..................................................... 1310
CHART 4.10 – HOSTILE / NON-HOSTILE ENVIRONMENT DECISION .................................. 1313
CHART 7.4 – ADVERSE WEATHER ......................................................................................... 1315
FORM 1.9 – AIRPLANE FLIGHT ACTIVITY SUMMARY .......................................................... 1316
FORM 1.9 – HELICOPTER FLIGHT ACTIVITY SUMMARY ..................................................... 1317
FORM 10.1 – EMERGENCY FLIGHT CHECKLIST ................................................................... 1319
FORM 10.2 – OVERDUE AIRCRAFT CHECKLIST ................................................................... 1321
FORM 10.3 – AIRCRAFT ACCIDENT CHECKLIST .................................................................. 1323
FORM 10.4 – INCIDENT/HAZARD REPORT ............................................................................. 1323
FORM 10.5 – AOG CHANGE RECOMMENDATION FORM ..................................................... 1323

SECTION 14 – HISTORY OF PREVIOUS CHANGES .............................................................................1401

SECTION 15 – INDEX ...............................................................................................................................1501
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ACRONYMS AND DEFINITIONS

ACRO Meaning ACRO Meaning

AD Airworthiness Directive HLO Helideck Landing Officer

ADM Aeronautical (Pilot) Decision Making HUMS Health and Usage Monitoring System

AOC Air Operator Certificate ICAO International Civil Aviation Organization

AOG Aviation Operations Guide (ExxonMobil) ICUS In Command Under Supervision

AOS Aviation Operations Support (ExxonMobil) IFR Instrument Flight Rules

ARA Airborne Radar Approach IMC Instrument Meteorological Conditions

ASL Above Sea Level IVSI Instantaneous Vertical Speed Indicator

ATC Air Traffic Control LAHSO Land And Hold Short Operations

ATP(L) Airline Transport Pilot License (TPL) MEL Minimum Equipment List

CAA Civil Aviation Authority MMEL Master Minimum Equipment List

CFIT Controlled Flight Into Terrain (Water) MOM Maintenance Operations Manual

CBT Competency Based Training MPM Maintenance Procedures Manual

CG Center of Gravity NOTAM Notice To Airmen

CPL Commercial Pilot License OEI One Engine Inoperative

CRM Cockpit Resource Management PED Personal Electronic Device

CVR Cockpit Voice Recorder PFD Personal Floatation Device (life jacket)

DG Dangerous Goods PIC Pilot In Command

DME Distance Measuring Equipment QA Quality Assurance

EAP Emergency Action Plan RFM Rotorcraft Flight Manual

(E)GPWS Enhanced Ground Proximity Warning System SART Search and Rescue Transponder

ELT Electronic Locator Transmitter SIC Second In Command

EPIRB Emergency Position Indicating Radio Beacon STOL Short Take Off and Landing

ERP Emergency Response Plan TAWS Terrain Awareness & Warning System

FDM Flight Data Monitoring TBO Time Between Overhaul

FDR Flight Data Recorder TCAD Traffic Collision Avoidance Device

FOQA Flight Operations Quality Assurance TCAS Traffic Collision Avoidance System

FOD Foreign Object Damage TDPM Touchdown Positioning Marking

GPS Global Positioning System VFR Visual Flight Rules

HDA Helideck Assistant VHF Very High Frequency

HF High Frequency VMC Visual Meteorological Conditions

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Accident An aircraft accident is defined as follows:

▪ The aircraft sustains damage or structural failure, which affects its structural
strength, performance or flight characteristics, and would require a major repair or a
replacement of an affected component.

▪ Any injury or death incurred as a result of being on board or in direct contact with
the aircraft from the time of boarding to the time of leaving the plane.

▪ Any damage to property caused by an aircraft in motion.

Airbases An Airport or Airstrip (unpaved airport) used for airplanes and/or helicopters, and Heliport
(onshore) or Helideck (offshore) only for use by helicopters.

AOG Aviation Operations Guide – an Exxon Mobil Corporation OIMS document Supplement
which provides reference for Company Aviation Operations.

Aviation The term "Aviation Advisor" refers to an aviation professional either from the Company, who
Advisor may function as an Aviation Advisor, or qualified contract Aviation Advisor.

Cat A / B Refers to the certification class of helicopters.

Category A is used for multiengine helicopters designed for takeoff and landing in which in
the event of an engine failure there exists adequate surface areas for a successful rejected
takeoff/landing or adequate performance for continued safe flight.
Category B is used for single-engine or multiengine helicopters which do not fully meet all
Category A standards and provide no capability for guaranteed continued flight in the event
of engine failure and forced landing is assumed.
Note - Categories A and B which denote the build/certification standard of the aircraft out of
which a performance capability is derived (see Definitions section, PC - Performance Class).

Civil CAA, a generic term as used within this document meaning the civil body exercising control
Aviation on the basis of regulatory authority over: 1) a particular aircraft Type Design, or 2) the
Authority aviation industry of a sovereign nation inclusive of but not limited to personnel and
construction and maintenance of aircraft within its area of jurisdiction.
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Company The "Company" means one of the Functional Organizations of Exxon Mobil
Corporation or it’s Affiliates.

Crew-member Means a person assigned to perform duty in an aircraft during flight time. This person
may be other than a pilot, performing functions critical to accomplishment of the flight.

Electronic Flight
(EFB): A portable Information System for flight deck crew members which allows
Bag storing, updating, delivering, displaying and/or computing digital data to support flight
operations or duties. EFBs may be a portable electronic device (PED) such as cell
phones, pads, etc. which are self-contained electronic devices that are not permanently
connected to any aircraft system, although they may be connected temporarily to an
aircraft’s electrical power system, externally mounted antenna, data bus or mounting
device.

Final Approach (FATO) A defined area (normally associated with a helideck) over which the final phase
and Take-Off of the approach maneuver to hover or landing is completed and from which the take-off
Area maneuver is commenced.

Flight Time Is the time from the moment an aircraft leaves the surface of the earth until it touches it
at the next point of landing. This is typically called Time in Service by regulatory
authorities.

Hazard Any situation, operational or technical, defective equipment, procedure or process, etc.,
with potential to cause damage or present a danger to persons or safe operations. An
example of a hazard might be an obstacle erected at a heliport or helideck, or an
unsafe working condition around the facility.

Hostile An environment in which a successful emergency landing cannot be assured, the

Environment occupants of the aircraft cannot be adequately protected from the elements, or search
and rescue response/capability cannot be provided consistent with the anticipated
exposure.

HOGE Hover Out of Ground Effect is when the helicopter is hovering at a height above ground
typically in excess of the diameter of the rotor disk, which requires increased
performance due to the loss of ground effect.

HUET Helicopter Underwater Escape Training – Training designed to enhance the ability of
helicopter occupants to escape from submerged helicopters.
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ICAO International Civil Aviation Organization, an international body whose purpose is the
promotion of international air commerce through the promulgation of Standards and
Recommended Practices.

Incident An aircraft Incident is defined as follows.

▪ Any engine or engine component/accessory failure that results in an in-flight engine

shutdown.

▪ Any on board fire.

▪ Any system or component malfunction that results in an unscheduled stop, diversion

from intended destination or disruption of scheduled activities. Examples include a
transmission gearbox malfunction, depressurization, etc.

▪ In flight fuel shortage or contamination

▪ Near miss of collision with another aircraft or object either in air or on the ground

▪ Under-slung load released prematurely or other under-slung load event

▪ A crewmember’s incapacitation poses a threat to aircraft safety

▪ Crewmember declares an in-flight emergency

▪ Dangerous goods are released in the aircraft

▪ Any lightning strike.

▪ Any un-commanded aircraft movement, or aircraft fails to remain in the intended

landing/takeoff area

▪ Birdstrike

Long Line and In regard to helicopter external loads,

Short Line
▪ Long Line uses cables in excess of 50 feet in length and vertical referencing
techniques.

▪ Short Line uses cables less than or equal to 50 feet in length and horizontal
referencing techniques.

Long-Term An aviation operation that is planned for a period of continuous operation exceeding one
Operations year in duration.
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MCAI Mandatory Continuing Airworthiness Information (MCAI) is an ICAO term and is defined as
"mandatory requirements for the modification, replacement of parts, or inspection of aircraft
and amendment of operating limitations and procedures". MCAI includes but is not limited
to Airworthiness Directives (AD) or equivalent notices such as manufacturers Service
Bulletins (SB) that contain annotations such as "classified as mandatory by the CAA", or
otherwise may contain operating restrictions, dates, or times of compliance, other than in
reference to warranty claims.

MMEL Master Minimum Equipment List (MMEL) is a list of aircraft equipment or systems,
established by the manufacturer of Type Design, and accepted or approved by the CAA,
whose inoperative condition does not directly affect the continued airworthiness of the
aircraft.

MEL Minimum Equipment List is a list, established by an Operator based on the MMEL for a type
of aircraft, accepted or approved by the CAA. The MEL establishes Operating (O) and
Maintenance (M) procedures for those items of equipment or systems permitted by the
MMEL to be in an inoperative condition. The MEL is provided by the Operator to aircrew for
guidance in determining the continued airworthiness of individual aircraft under varying
environmental and operating conditions.

Night Time Night time commences 30 minutes following official sunset for the region of flight and ends
30 minutes prior to official sunrise for that region.

Non-Hostile An environment in which a successful emergency landing can be reasonably assured, and,
Environment the occupants of the aircraft can be adequately protected from the elements, and search
and rescue response/capability can be provided consistent with the anticipated exposure.

Operator A person or company licensed by the CAA to provide and operate air charter services or,
Company provided aircraft. It may also be licensed to maintain them. Such should be
referred to as “Operator” throughout the AOG.

OEI Multi engine aircraft operating with one engine inoperative.

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PC Refers to the performance class (PC) of helicopters as shown in the table below.

If an engine fails, the helicopter is able to land within the rejected takeoff
PC1 area or to safely continue flight to an appropriate landing area.
Note - Helicopters must be certificated in certified Category A (see
Definitions section Cat A/B) and operations are suitable for use in hostile
or non-hostile environments.
PC2 If an engine fails, the helicopter is able to safely continue the flight,
except when the failure occurs early during takeoff or late in landing, in
which case a forced landing may be required.
Note – Same Note as PC1 above
PC2e/ If an engine fails during helideck operations, the helicopter will not land
PC2DLE hard or strike the deck edge during fly away.
PC3 If an engine fails, a forced landing is required for single-engine and may
be required for multi-engine helicopters.
Note - Helicopters may be certified Category A or B and operations are
allowed only in a non-hostile environment.
Pitch, Roll Pitch: The angle between the absolute horizon and the plane of the helideck measured
Inclination, along the longitudinal axis of the facility.
& Heave
Period Roll: The angle between the absolute horizon and plane of the helideck measured along
the lateral axis of the facility.

Inclination: The largest angle between the absolute horizon and the plane of the helideck.

Heave Period: Is the time in seconds between the top of two heaves. If measuring
equipment is not available, the pilots should use a standard heave period of ten (10)
seconds for manual calculation.

Rejected (RTOA) An improved area, normally within the confines of a heliport, abutting a FATO, the
Take-Off purpose of which is to provide an unobstructed surface to support the weight of the design
Area helicopter in the event of an unplanned system or component failure. This may occur
during a rejected take-off, or during return for landing due to a malfunction.

Relative The two (2) minute mean free stream wind speed direction relative to the longitudinal axis of
Wind a helicopter landed on the helideck.
Direction
(RWD)
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Safety- A Pilot-In-Command, First Officer, Flight Engineer, Flight Attendant, Observer, Mechanic /
Sensitive Engineer / Technician, Dispatcher, or any other regulated / licensed position.
Position

Significant The average of the one-third highest values of instantaneous heave rate recorded during
Heave Rate the previous twenty (20) minute monitoring period. If automated measuring equipment is
(SHR) not available, the pilots shall calculate significant heave rate manually by dividing maximum
total heave (measured over the last twenty (20) minutes) by half the motion period (heave
period).

Significant Average height of the highest 1/3 of the waves over a 20-minute period.
Wave Height

Sterile No flight crewmember may engage in any activity which could distract any flight
Cockpit crewmember from the performance of his or her duties or which could interfere in any way
with the proper conduct of those duties during critical phases of flight.

Unmanned An Unmanned Aerial System (UAS) comprises individual 'System Elements' consisting of the
Aerial Unmanned Aircraft (UA) and any other System Elements necessary to enable flight, such as
Systems a Remote Pilot Station (RPS), Communication Link, and Launch and Recovery Element.
There may be multiple unmanned aircraft, RPS, or Launch and Recovery Elements within a
UAS.

Weights And Weights and measures throughout this guide are expressed in metrics, except as noted
Measures below:

▪ Distance in terms of statute miles

▪ Altitude in terms of feet

▪ Airspeed in terms of nautical miles per hour (knots)

▪ Time in terms of seconds, minutes and hours

▪ Temperatures in Celsius

Wind The 10 minute mean free stream wind speed, corrected to correspond to the height of the
Severity main rotor of a helicopter landed on the helideck. An average main rotor height of 13 ft. (4
Index (WSI) m) above the helideck surface is assumed.
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SECTION 1 – GENERAL INFORMATION

1.0 PURPOSE
1.0.1 This Aviation Operations Guide (AOG) is intended to supplement the Company's Operations Integrity
Management System (OIMS); OIMS principles should be used in its implementation and stewardship.
1.0.2 The AOG is intended to assist Company Functional Organizations and their Affiliate groups, both
domestic and international (termed Affiliates herein), in the planning, development, and conduct of safe and
efficient Company aviation activities.
1.0.3 The AOG’s requirements and expectations for safety should be used for Company contracted, owned,
leased, or rented aviation services. Operating safe and effective aviation services is fundamental to
successful business performance and is CRITICAL for avoiding possible aviation incidents.
[Link]

1.1 USE OF THE AOG

1.1.1 The interpretation of the material provided in this document requires the services of an EMAS endorsed
Aviation Advisor (Paragraph 1.3), if the meaning of the contents is not clear.
1.1.2 Specific regions, operating roles or special circumstances may dictate additional safety requirements.
When promulgated, these additional requirements should be reviewed by a qualified Aviation Advisor,
amended as recommended, then inserted in Section 11 as the Affiliate's Local Supplement, if required. This
will form a specific AOG tailored to the affiliated Company's activities and should be stewarded in accordance
with local OIMS requirements.
1.1.3 This AOG may be distributed to Affiliates, participants in joint ventures, and to third-party organizations
as warranted by business needs.
1.1.4 Aircraft Operation
a. No guidelines or requirements specified in this AOG are to be construed as authority to operate
aircraft or conduct operations in other than strict compliance with the regulations of the country in which an
aircraft is registered or operated.
b. The Operator must hold a valid Operating Certificate issued by the appropriate regulatory authority by
the country of aircraft registration, and license if required by regulation, or, be otherwise authorized to
conduct specific operations. When providing service to the Company, the Operator should operate in
accordance with the more restrictive of the rules and regulations contained in local civil aviation regulations,
this Aviation Operations Guide, or the restrictions or stipulations specified in the applicable Operating
Certificate and / or Operator's manuals.
c. The Operator providing services to the Company should immediately notify Aviation Services in the
event the civil regulatory authority with jurisdiction over it takes any action against the Operating Certificate.
Such actions may be defined or interpreted as exemptions, dispensations, disciplinary, corrective, or punitive.
Failure to so notify Company may result in work stoppage under the terms of contract.
d. Aircraft in a restricted category should not be used for passenger carrying operations, and any
additional crew carried on restricted category aircraft will not be Company employees or Company direct
contractors.
1.2 WAIVERS
1.2.1 Requests for waivers of the requirements of this AOG should be submitted in writing to Functional
Organization / Affiliate management responsible for aviation operations.
1.2.2 Functional Organization / Affiliate management should review waiver requests with Aviation Operations
Support.
1.2.3 Waivers that compromise the Company's safety guidelines, that contravene applicable laws and
regulations, or do not provide for an equivalent level of safety, should not be approved.
1.2.4 Waivers shall normally only be approved for a maximum period of 5 years, after which if the Waiver is
still needed, it should need to be resubmitted for review as noted above.
1.3 QUALIFIED AVIATION ADVISOR AND AVIATION SUPERVISORS
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1.3.1 Assistance for Affiliates in matters concerning aviation requirements and this AOG may be provided by
EMAS endorsed Aviation Advisors / supervisors (termed as Aviation Advisors herein). All Aviation Advisors
or other designated aviation supervisor / manager personnel should be endorsed by Aviation Services before
use.
1.3.2 The designated Affiliate Aviation Advisor has a primary responsibility of providing oversight for the
affiliate aviation operation, which includes the following: annual aviation reviews and reports, assistance with
the affiliate for implementation of recommendations from the annual reviews, incident / accident investigation
assistance, providing guidance and direction on aviation safety matters to the affiliate, development of
technical aspects of scopes of work, aircraft selection, assistance with aviation contract bidder technical
evaluations, risk assessment participation, development of airbases (helipads, helidecks, airstrips, airports,
etc.). This also includes special operations, such as: Unmanned Aerial Systems (UAS) and pipeline aerial
observation operations.
1.4 EXTERNAL REVIEWS
1.4.1 All aviation Operators (Paragraph 2.1) providing aviation services to any Company Functional
Organization or their Affiliate groups, should be subject to initial and periodic technical / operational reviews
conducted by an external EMAS endorsed Aviation Advisor.
1.4.2 All ongoing / long-term (Definitions section) aviation operations should be reviewed annually or can be
more / less frequent dependent on the complexity and stability of the operation as determined by EMAS.
1.4.3 Start-up operations with a high level of activity may require oversight that is more frequent.
1.5 AIRCRAFT SECURED BY THIRD PARTIES OR EMPLOYEES
1.5.1 Employees on Company business who in the course of their work are expected to use aircraft owned
by other companies or chartered by third parties / other companies should exercise caution and should
consult with Aviation Services before using the aircraft.
1.5.2 Third-party aircraft should meet standards of safety / technical quality comparable to those of the
Company; they should provide an adequate level of liability coverage (see Paragraph 2.3) and the crew/staff
should meet Company-equivalent competency criteria.
1.5.3 While emergency situations may not allow sufficient notice for advance evaluation, employees should
consult Aviation Services, either directly or through locally designated contacts, whenever possible.
1.5.4 Included are aircraft operating to Company contracted facilities and provided through third-parties as a
"turnkey" contract operation for other services such as seismic, barge, geophysical survey, cargo, mobile
offshore drilling units (MODU), new project development, exploration projects, etc.
1.5.5 Employees are not permitted to use employee-owned or rented aircraft for Company business.
1.5.6 Third-party provided aircraft should not be permitted to land at Company owned facilities unless those
operations have been vetted under the provisions of 1.5.2 above
1.6 USE OF UNMANNED AERIALSYSTEMS (UAS), LIGHTER THAN AIR AIRCRAFT, AND NEW
TECHNOLOGY LIFTING BODIES
1.6.1 Any planned use of the types of aerial vehicles / aircraft listed below should include Aviation Services in
the initial planning stages and for review of these operations before use (see Definitions section, paragraph
6.12 and Section 12 for additional guidance).
a. Unmanned aerial systems (UASs), of any kind, tethered or untethered, including radio controlled small /
micro aircraft, drones, and any other type/size UASs (both airplanes and helicopters) including remote
controlled “hobby” aircraft,
b. Lighter than air aircraft (blimps, dirigibles, airships, balloons, etc.), and,
c. New technology lifting bodies (multi-rotor assisted blimps or other similar new technology).
1.6.2 Prior to engagement of any type of aviation related activity, even to include research, Aviation Services
shall be contacted for assistance / involvement, as needed, to ensure understanding (and compliance with)
the AOG and other industry / regulatory guidance.
1.6.3 Contracting for these services should follow the same Delegation of Authority Guide (DOAG) approval
guidelines as for other aviation related services. For UAS see:
[Link]
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1.7 OTHER AVIATION MANAGEMENT RESOURCES

1.7.1 Listed below are additional Company resources that can be used in concert with the AOG to assist in
management of aviation operations.
1.7.2 The EMPC Best Practices (PBP) Manual, which references this AOG, should be reviewed for best
practices and key performance indicators that can be used to measure efficiency. This manual covers many
areas of operations, but Section 5 specifically applies to Aviation related activities.
1.7.3 Risk Assessments (RA)
a. A RA can be an effective tool to identify risks in local operations and to develop action plans to reduce
those risks.
b. Functional Organizations and their Affiliates should consider performing a detailed RA of ongoing
aviation operations on a periodic basis. A RA should also be considered for start-up operations.
c. As a minimum, the Aviation Operations Support Manager should endorse any Risk Assessment
related to aviation operations. It is preferred the applicable Aviation Advisor should be involved face-to-face
with any Aviation Risk Assessment.
1.7.4 Additionally, the International Association of Oil & Gas Producers (IOGP) produces two reports the
reader may find useful: (1) Report No. 420, Helicopter Guidelines for Land Seismic & Helirig Operations; and
(2) Report No. 690, Offshore Helicopter Recommended Practices.
Note - The reader should use the most current edition of these documents from the IOGP web site
1.8 REPORTS
1.8.1 Any aircraft Accident, Incident, or Hazard should be reported to local Company representatives
immediately. Reporting procedures for Accidents and Incidents are in Section 10, Paragraph 10.7.
1.8.2 Operators should provide the Local Aviation Contact with an annual Flight Activity Summary for
continuing operations and / or upon completion of any ad hoc flights for all Company relevant aircraft activity.
A copy should be forwarded to Aviation Services, using the Flight Activity Summary format in Section 13,
FORM 1.9.
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SECTION 2 – AVIATION OPERATIONS

2.0 EVALUATION and USE of OPERATORS
2.0.1 The experience, industry reputation, and past performance of the Operator should be carefully
considered to determine their suitability to perform satisfactorily when compared to contract requirements and
Company operating guidelines.
a. The Company or its Affiliates should only use Operators that have been evaluated by an EMAS
endorsed Aviation Advisor and recommended for use. (See Paragraphs 1.3 - 1.4 for further detail).
b. For long term operations (see Definitions section) Operators should have a minimum of five (5) years’
experience in the region / topographical area being flown and in the same type operation (offshore, seismic,
etc.) and at least three (3) years accident free.
2.0.2 An aviation review includes familiarization with the organizational structure, review of the Operator’s
documented processes and procedures, safety performance, aircraft condition, and flight crew and
engineering standards. It may also include aspects of cost effectiveness and efficient utilization of aircraft.
2.0.3 One especially important area of concern when choosing an Operator is its safety program; the
elements it contains, and how well it is implemented and measured. Increasingly, civil authorities are
demanding Operators document their programs in accordance with guidelines for a Safety Management
System. Industry best practices and regulatory acceptance have determined that the following elements
should be present and active in a satisfactory SMS:
1. SMS Safety Management Plan
2. Safety Promotion
3. Document and Data Information Management
4. Hazard Identification and Risk Management
5. Occurrence and Hazard Reporting
6. Occurrence Investigation and Analysis
7. Safety Assurance Oversight Programs
8. Safety Management Training Requirements
9. Emergency Preparedness and Response
10. Performance Measurement and Continuous Improvement
11. Management of Change

2.1 PERIODIC AND RANDOM REVIEWS

2.1.1 External Reviews
a. All Operators should be subject to initial and periodic reviews (see Paragraph 1.4). Aviation
Operations Support may perform such reviews or assist in coordinating review of contract aircraft for use by
Functional Organizations or their Affiliate.
b. Emergency situations may give rise to circumstances which do not allow sufficient notice for advance
evaluation of an Operator. In such an event, local management should work in consultation with Aviation
Operations Support to determine an appropriate course of action.
2.1.2 Operator Reviews and Oversight at Remote Bases
a. Long-term aviation operations established away from the Operator's principal place of business (home
base) are considered remote.
b. Qualified personnel from the Operators' home base should visit remote operations periodically.
c. At least annually, qualified headquarters staff of the Operator should conduct a detailed review of the
remote base. This review should cover all aspects of the operation inclusive of technical, operational, and
safety functions.
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d. Reports should be written in a timely manner for these reviews. Copies are to be provided to the
Senior in Country Manager, Business Line Manager, Senior person in the Headquarters, Affiliated
Company’s local aviation contact person and the Operator's remote base Manager.
e. The reports should detail any discrepancies noted and corrective action planned or taken.
f. The Operator is expected to follow-up with the remote base with a goal of resolving all issues noted in
the reports in a timely manner.
2.2 CONTRACT PREPARATION
2.2.1 Those entities that either already own or want to establish a contract for aviation related services (see
2.2.3) should inform the assigned EMAS Aviation Advisor. Following a discussion of desired services, the
Aviation Advisor will draft a Scope of Work (SoW). This SoW will then be reviewed by the contract owner
and forwarded with any edits to the Manager, Aviation Operations Support for EMAS endorsement.
Throughout this process, the Procurement aviation contact will be kept informed of progress and receive the
SoW once endorsed to continue with the Procurement process in preparation for Tender. A pre-bid meeting
is recommended with potential bidders to explain the bid process to include both the technical evaluation
conducted by EMAS and the commercial evaluation conducted by Procurement.
2.2.2 Specific guidelines in the AOG may be used to form the operational and technical specifications for the
agreement for hire of Aviation Services. These specifications should be reviewed on a case by case basis.
They may require guidelines or additions that are more restrictive to best suit the area of operation, and may
exceed those stated in local regulations or Operators applicable maintenance or operations manuals.
2.2.3 For Aviation related services or equipment, obtain endorsement from Aviation Operations Support for
all aviation activities governed by a government regulatory agency to include airplane or helicopter operations
and charters, UAV / UAS, hybrid aircraft operations, balloons, and includes operations of airstrips / airports,
heliports and Company purchase / lease of such equipment. Source DOAG Schedules: Procurement
Specific Use Schedule F23 and General Use Schedule Contract, Agreements, Leases, Commitments G25.
2.3 CERTIFICATES OF INSURANCE
The affiliate Procurement contact should determine that the level of insurance required in line with Company
Risk Management Guidelines.
2.4 DRUGS AND ALCOHOL
2.4.1 Unless further restricted by local regulatory authorities, no person may act in a safety-sensitive capacity
(see Definitions section):
a. Affected by or under the influence of alcohol, but in no case within 8 hours after the consumption of
any alcoholic beverage.
b. While using any drug that adversely affects the person's ability to perform required duties.
2.4.2 The Operator should have a program that conforms to the Company’s drug and alcohol program as
stipulated in the agreement or contract for services, inclusive of random testing.
2.4.3 Company Affiliates are responsible for determining the adequacy of the Operators program with regard
to the Company drug and alcohol program. Monitoring for compliance is also an Affiliate process.
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SECTION 3 – PASSENGER AND CARGO MANAGEMENT

3.0 PASSENGER CHECK-IN / WEIGHT AND BALANCE
3.0.1 Each Affiliate is responsible to ensure passengers are manifested, weighed, fit for duty, and aware of
the hazards and policies with regard to the carriage of personal electronics. E-cigarettes, mobile phones,
tablets / notebooks, laptop computers, and battery chargers have caused multiple in-flight emergencies due
to thermal runaway. Therefore, each Affiliate is responsible to assess and manage the risks present in their
specific operations, as this can vary greatly between onshore / offshore flights and airplane / helicopter
flights. Once assessed, the policies and procedures developed should be readily apparent to the travelers
and persons responsible for the passenger check-in process.
3.0.2 Prior to take-off, the Pilot-In-Command (PIC) should verify that fuel and oil requirements are correct and
that weight and center of gravity limits of the aircraft have been calculated and are within the limits. CAA
approved load sheets are acceptable for use provided the aircraft is loaded in accordance with said sheets
and the sheets are available in the cockpit during flight operations.
3.1 CARGO
3.1.1 Operators should verify the contents of each piece of cargo offered for transport by air. All cargo
should be weighed separately and manifested.
3.1.2 Cargo is not normally carried inside the passenger compartment during passenger carrying operations.
However, should this be necessary, it must be adequately secured using cargo nets, seat belts, and / or tie-
down straps, and must not obstruct normal or emergency exits.
3.2 HAZARDOUS MATERIALS (DANGEROUS GOODS)
3.2.1 Most hazardous materials are prohibited onboard passenger flights. Included in this list are some
explosives, flammable fluids and gases, chemicals, and radioactive materials.
3.2.2 Operators should provide pilots with guidance regarding all aspects of transporting dangerous goods.
These instructions should not be contrary to the pertinent regulatory documents. Where regulatory guidance
is lacking, the book “Dangerous Goods Regulations” published by the International Air Transport Association
is an acceptable substitute.
3.2.3 If hazardous materials are carried, the Pilot-In-Command should be provided with a “Shippers
Declaration of Dangerous Goods” form and comply with the Operator's Operations Manual.
3.2.4 For flights involving hazardous materials, consideration should be given to use of an external basket for
helicopters if allowed. This will normally apply only to utility – right of way clearing activities. For seismic
related flight activities refer to IOGP Report No. 420.
3.3 PASSENGER MANIFESTS
3.3.1 A passenger manifest, which is required for each flight and should have the following minimum
information recorded: name of each passenger, passenger's company affiliation, passenger weight and that
of personal baggage, the aircraft registration, and the weight of cargo. A computer-based manifesting
system may be used, provided the pilot can be given the information.
3.3.2 The form may also include a charge allocation and flight number.
3.3.3 If additions or deletions occur, the manifest should be revised to accurately reflect the names of the
persons on board. This manifest should be left with or relayed to a responsible party, prior to departure, with
instructions to retain it for 24 hours after the trip is completed.
3.3.4 Pilots and / or designated personnel should check the actual passenger names versus the preplanned
listing of personnel to be transported to verify only authorized passengers are carried.
3.4 PASSENGER WEIGHTS
3.4.1 For airplanes with a maximum gross take-off weight (MGTOW) less than 5700kg (12,500lbs), and all
helicopters regardless of MGTOW, actual body weights (including hand carried baggage) should be used.
3.4.2 At the discretion of both the Company and Operator (if authorized to do so by appropriate CAA),
standard weights based on seasonal averages may be used when preparing a manifest for airplanes having
a maximum gross take-off weight in excess of 5700kg (12,500lbs).
3.4.3 All checked baggage should be manifested at actual weight for all aircraft.
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3.4.4 All passenger processing facilities should have scales calibrated annually for weighing of passengers
and baggage / cargo. On floating facilities, these scales may have to incorporate motion compensation if the
facility movements provide inaccurate weights with standard scales.
3.5 PASSENGER BRIEFINGS
3.5.1 Passengers should be properly briefed on emergency procedures, and other safety matters, prior to
flight. If permitted by regulation, the crew briefing may be abbreviated if a video briefing is provided or if on
stopover flights.
3.5.2 Where the dominant language is not English, the Operator should provide a briefing and aircraft
emergency egress interior decals in the local language as well as English.
3.5.3 The passenger safety briefing should include, but not be limited to, the following:
a. A general description of the aircraft and the danger areas of jet engines, and turning propellers on
airplanes, and the dangers of helicopter main and tail rotors.
b. Procedures for boarding and exiting the aircraft. No passenger should embark or disembark an
aircraft (wheeled airplane or wheeled helicopter onshore or offshore) if the chocks or sandbags are not in
place to prevent inadvertent movement.
c. Smoking is not permitted around the aircraft / tarmac area, or during flight.
d. Seat Belts and Shoulder Harnesses:
Location and use of seatbelts which should be worn at all times, and the location and use of shoulder
harnesses which when fitted should be worn during all landings and takeoffs for airplanes and at all times for
helicopters.
Passengers should be briefed not to invert the seat belt buckle (clasp opening device against the body).
Operators may consider marking the outside of the seat belt clasps to improve ability to check for proper
fastening. On configurations with upper torso restraints, this may not be necessary if the clasp cannot be
inverted.
Passengers should sit upright with seatbelts / shoulder harnesses properly fastened during all takeoffs and
landings and at other times as instructed by aircrew.
e. The location and operation of oxygen masks as applicable.
f. Means of communication between the crew and the passengers, and actions in the event of an
emergency.
g. Location and operation of doors, emergency exits, emergency and life-saving equipment such as fire
extinguishers, life vests, life rafts, survival gear, and emergency radio equipment (ELT and EPIRBs).
h. Location and review of passenger briefing card. Information contained in the briefing card should
focus on safety equipment and emergency procedures.
i. Proper stowage of any hand carried items.
j. Guidance for the use of personal electronic devices (laptops, personal organizers, etc.). Electronic
cigarettes present a fire hazard and shall be carried only in the passenger cabin and not placed in luggage.
k. Brace position to be used in the event of an emergency. For airplanes with seat belts only, the position
should be bent over with hands under legs.
3.5.4 The following additional points should be covered with all helicopter passengers:
a. Passengers should not disembark until instructed by the pilot, Helideck Landing Officer (HLO), or
designated personnel.
b. Never approach a helicopter from the rear. Do not proceed any further aft of the baggage
compartment door than is necessary for the retrieval of baggage or freight.
c. Always approach and leave the helicopter from the side, within view of the pilot or crewmember.
d. Hand carry hats, glasses, and caps to prevent them from being blown away by the main rotor wash.
e. Long objects over 1 meter must be carried flat to avoid contacting the main rotor blade.
f. Under no circumstances should passengers depart or approach a helicopter on the up-slope (high)
side when departing on slope landings.
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g. Under no circumstance, depart or approach a helicopter during startup or shutdown.

h. Passengers should be provided hearing protection and be instructed on its wear.
i. Only small, soft items such as a paperback book should be carried inside the passenger cabin of
helicopters; hard-cased items that could be missile hazards or loose items that could be blown away such as
newspapers should not be carried.
j. The emergency brace position for helicopters equipped with high back seats with upper torso
restraints (UTR - one or two shoulder harnesses in addition to the seat belt) should be torso upright against
the back of the seat, feet firmly on the floor with feet slightly in front of the seat edges, both hands firmly
grasping the forward seat edge next to the legs. For forward facing seats, the head should be bent forward
against the sternum and for aft facing seats the head should be upright against the head rest. For helicopters
equipped with only lap belts only the torso should be bent over with the both hands grasping under the legs.
For helicopters with side facing seats the same position as used for forward facing seats with UTR should be
used.
1) Some countries may have local regulations prescribing or requiring approval of language
contained in passenger briefings / briefing cards, and or / safety videos. Helicopter operators may need to
adjust the recommended procedures in this section and 3.5.5 below accordingly if those authorities do not
recognize these brace procedures.
2) Some helicopter models have seats on top of a solid bench (such as rear seats in the S76) which
do not provide a good grasp point for the hands. In this case, an orientation bar should be installed at the
front of the seat to provide a grasp / reference point, if approved for the aircraft model.
3.5.5 Additional Helicopter Briefing Items for Offshore Flights:
a. Passengers who have completed helicopter underwater escape training (HUET) should sit adjacent to
exits and, if possible, assist non-HUET trained passengers in the event of a ditching. Non-HUET trained
passengers should be easily identifiable, either by means of a red armband or vest.
b. If survival suits are worn (See Section 10), passengers should have suits FULLY zipped with hood on
(if equipped with integral hood) during take-off and landing over water, when flying below 500 feet over water,
and as advised by the Pilot-In-Command.
c. Passengers should be advised that in the event of an emergency landing on the water, the helicopter
should not be evacuated until the rotor has stopped, unless instructed otherwise by the Pilot-In-Command.
d. Passengers should be told not to inflate life vests until they are outside the helicopter.
e. Passengers should be familiar with and know the location of emergency equipment such as life rafts,
and know how to jettison the emergency exits, pop out windows, and deploy the life rafts outside the
helicopter.
f. Passengers should be briefed on the proper use of reference points for orientation during the event of
a rollover ditching.
g. Carriage of loose articles in the aircraft that could present risk of Foreign Object Damage (FOD) or
impede egress in the event of ditching (such as newspapers) should be discouraged.
h. Paragraph 3.5.4 describes the emergency brace position for helicopters. Additionally for offshore
operations, the briefings must include passenger hand functions that are important to reduce risk, especially
after the helicopter lands in the water and it begins to rollover. In this situation the proper brace position must
be maintained until the rollover motion has stopped.
1) With Emergency Breathing Systems (EBS) in use (see Section 10.4.5), local Affiliates should
review briefings and briefing cards to ensure instructions are clear and aligned with safe evacuation
objectives. It may be necessary, depending on the type of EBS employed, to release both hands from the
brace position to activate the EBS. Then use the hand opposite the exit to reestablish the hold on the seat
edge as a reference and continue the exit process described above.
3.5.6 Additional Float Plane Briefing Items
a. All float plane occupants should wear an approved life vest when operating over water.
b. Passengers should be briefed on ditching procedures to include use of emergency exits, use of life
vests, location and use of emergency equipment.
3.6 VIDEO BRIEF
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On long-term operations out of a fixed-base facility, a video briefing is recommended and should be shown to
passengers before flight or a minimum of once per day for field operations. If the video brief is the only form
of briefing, it should be shown prior to each flight. For fixed-wing operations, a video briefing is not required if
at least one member of the flight crew is a qualified Flight Attendant who provides the passengers with a
recorded or verbal briefing and demonstrations of the use of emergency equipment including seat belts,
oxygen masks, personal flotation devices and emergency exits. This briefing must be reviewed and
endorsed by an Aviation Advisor.
3.7 MULTI-LANGUAGE OPERATIONS
3.7.1 It may be necessary to provide a translator for verbal briefing (can be a bilingual passenger) or prepare
written or video instructions in the appropriate language (or alternatively, subtitles).
3.7.2 Graphics with international symbols or multi-language briefing cards should be used to convey briefing
information to all passengers.
3.8 PASSENGER MARSHALLING AREAS
3.8.1 Secure waiting areas for both onshore and offshore operations should be designated for aircraft
passengers.
3.8.2 Written and graphic material relative to aircraft safety and localized procedures should be displayed in
those areas.
3.8.3 The designated area may serve as a viewing room for video safety briefings and provide an area to
weigh and manifest all outgoing passengers, baggage and freight on calibrated scales.
3.8.4 For all operations, a clearly defined holding area should be designated for both incoming and outgoing
passengers and freight.
3.8.5 For all offshore operations, a suitable area should be identified to provide a safe passenger waiting
area to prevent passenger loitering at the helideck or in the helideck stairwell.
3.8.6 An area should also be provided for changing into / from survival suits if worn, in order to minimize turn-
around time.
3.9 PASSENGER TRAINING
3.9.1 Passengers who regularly commute offshore (outside the autorotational distance of land) by helicopter
should receive helicopter underwater escape training (HUET). This is defined as any employee or contractor
who travels offshore by helicopter 3 or more times in any 12 month period. The training includes egress from
a helicopter, ingress / egress of the survival raft, use of emergency equipment located in the helicopter, life
raft, and those worn on the survival vest or suit. One-off exception requests for this training should come
from the Lead Country Manager (LCM), equivalent, or designee.
3.9.2 With EBS in use at the Affiliate, “dry” (not in water) training should be completed prior to the first flight
offshore, if “dry” training is available for the EBS. “Wet” (in water) training should be completed in conjunction
with the first HUET session.
3.9.3 The training should include water survival training using the survival equipment (including EBS if used
locally, see guidance at Section 10.4) normally found on the helicopter being used.
3.9.4 Refresher HUET (including EBS if in use locally) should be scheduled at periodic intervals no less than
once every four years.
3.9.5 Where available in the country / region, it is recommended that the HUET be conducted to industry
standards as prescribed by OPITO.
3.9.6 Persons attending HUET should:
a. Discuss any concerns or previous punctured / ruptured ear drum injuries, ear surgery, or other related
problems with ExxonMobil Medicine and Occupational Health (MOH) (for employees) or the contractor’s
medical provider (for business partners) before attending the training.
b. Discuss concerns, conditions, or illnesses (especially upper respiratory infections, like the common
cold, hay fever, etc.) with the training instructor and include these on the pre-training disclosure form. It is
advised that attendees strongly consider rescheduling in the event of an upper respiratory infection /
congestion.
Supervisors should review the ‘Helicopter Underwater Escape Training Incidents’ Safety Alert with attendees
as part of the HUET attendance approval.
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3.9.7 Procedures should be in place to ensure personnel responsible for loading the passengers can identify
the passengers that have completed HUET training so they can be seated in accordance with the provisions
of 3.5.5.
3.10 PASSENGER DRESS REQUIREMENTS
3.10.1 Passengers should wear clothing and footwear, appropriate to the environment, regardless of the flight
duration.
3.10.2 For offshore helicopter or for floatplanes flights over hostile cold water areas (Definitions section, and
Section 10, Exposure Suits) passengers may be required to wear survival suits.
3.10.3 For offshore helicopter flights or for float plane flights over non-hostile waters (Definitions section), to
improve survivability in the event of a ditching, long leg pants, shirts with sleeves, and closed shoes with skid-
resistant soles are recommended.
3.11 PASSENGER AND CARGO MANAGEMENT ON HELIDECKS
3.11.1 Clear Helidecks
a. Onshore helipads and heliports, and offshore helidecks are to be clear of all cargo and passengers
that are being offloaded prior to passengers or cargo coming onto helideck / heliport to board the helicopter.
b. Cargo may only be left on a helideck if formalized procedures are established in writing and followed.
These must include procedures for securing the cargo. Aviation Advisory personnel should review the
procedures prior to implementation.
3.11.2 Passenger Control
a. A Helideck Landing Officer (HLOs) shall be used to control passenger movement on manned
helidecks. One pilot shall perform the HLO functions at unmanned facilities.
b. When offloading or loading passengers with the rotors turning, the pilot at the controls should engage
in essential cockpit duties only. Not included in essential cockpit duties are the following: manifesting, weight
and balance calculations or customer paperwork. Primary attention will be given to the aircraft controls and
identification of hazards and passenger movement near the aircraft.
c. In high winds (above 40 knots) or other adverse weather conditions, it may be necessary to have
additional passenger and handling procedures in place for passenger movements (see 7.1.2.a.)
d. HLOs and other support personnel on helidecks should have distinctive vests to identify their
respective positions and to make them recognizable to passengers.
e. The helideck support personnel should have a hard hat with visor / goggles, ear muffs, and chin strap.
Additionally the HLO helmet should be equipped with a portable aviation VHF radio with sound into the
helmet ear muffs.
3.12 PASSENGER SEATING
3.12.1 No passenger should occupy any airplane seat where flight controls are installed unless the
passenger is thoroughly briefed regarding precautions against inadvertent movement of the flight controls.
3.12.2 If readily removable, the flight controls should be removed from pilot stations when occupied by
passengers.
3.12.3 No passenger should occupy the front seat of any helicopter unless the conditions below are met:
a. The cyclic and collective sticks have been removed from that seat position, and
b. The pedals have either been disconnected or blocked to prevent inadvertent control input, and
c. The passenger is thoroughly briefed regarding precautions against inadvertent movement of the flight
controls in the pilot's position.
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SECTION 4 – AIRCRAFT CRITERIA

4.0 AIRCRAFT SELECTION
4.0.1 Aviation Operations Support should be contacted to assist in the selection of an appropriate aircraft to
meet mission requirements. The aim is to maximize efficiency while meeting Company guidelines.
4.0.2 Major considerations in aircraft selection include but are not limited to:
a. Safety features.
b. Performance and range versus payload.
c. Runway, heliport, helideck availability, regulatory requirements, and surface materials.
d. Landing / Takeoff area elevation, temperatures, and obstacle clearances.
e. Speed, comfort, seating capacity.
f. Mission requirements, aircraft configuration.
g. Environmental and terrain conditions - Hostile vs. Non-Hostile (see Par. 4.1).
h. Age of airframe (see Par. 4.2.4).
i. Safety performance record
4.1 OPERATING ENVIRONMENT
4.1.1 In determining the type of aircraft and the operational parameters to be specified for a project, the user
should first determine the type of operating environment using the definitions of Hostile and Non-Hostile in
Definitions section.
4.1.2 Risk factors to be considered in determining the environment include local topographical
considerations, weather and temperature conditions, restrictions to visibility, type of operation, and search
and rescue resources in the area of operation.
4.1.3 A twin-engine aircraft able to sustain one engine inoperative (OEI) flight in cruise should be specified for
operations in a hostile or offshore environment.
4.1.4 Single-engine aircraft that have been satisfactorily reviewed may be used in a non-hostile or non-
offshore environment. This allowance is not intended for the transportation of passengers.
4.1.5 The Operator shall develop as part of their SMS a Hazard Register (AOG 2.0.3.d) for all ongoing
operations and prior to start-up of any new / major project, and this HR will be updated on an annual basis.
The HR should include a list all known fixed flight hazards / obstacles (antennas, towers, wire lines, etc.)
within the operational area. For offshore flight this should include long-term offshore floating or fixed facility,
islands, wind farms or any other obstacles that may not be in the existing databases. A Hazard Map will be
displayed in the operations room area which includes an accurate position on the map with a description of
the hazard and its elevation above the ground / water. The HR should be updated upon notification /
observation of a new obstacle / hazard and reviewed at the start of the pilots work schedule. The operator is
responsible to update hazard maps at each location where crew are based.
4.1.6 For aircraft with EGPWS, TAWS, or equivalent system the Operator shall develop a listing of all known
fixed obstacles / hazards as noted above and work with the manufacturer of the system to ensure these
obstacles are added to the database used for that system. In the interim until the database is updated, pilots
should note these obstacles in their pre-flight planning.
Note – the update of the database typically takes 90 days once it is submitted to the database owner.
4.2 ACCEPTANCE CRITERIA
4.2.1 At a minimum, aircraft should have an acceptable Airworthiness Certificate and be approved to conduct
the specified operations.
4.2.2 The aircraft should be operated and maintained in accordance with all requirements of the Flight
Manual, Certificate of Airworthiness, approved Operations and Maintenance Manuals, and the rules and
regulations of the relevant country of operations should also be followed.
4.2.3 All aircraft, aircraft records, and supporting operational and maintenance programs are subject to
review and endorsement by EMAS.
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4.2.4 Aircraft used for long-term operations should not be more than 20 years old during the planned contract
period.
4.3 CONFIGURATION CRITERIA
4.3.1 Aircraft minimal equipment configurations are shown in Tables 4-8 for airplanes and 4-9 for helicopters.
4.3.2 Operational Role Specific Equipment:
a. In some operational situations, the full potential of an aircraft can only be realized if certain ancillary
equipment is installed or available on the aircraft.
b. Operational role specific aircraft specifications (Section 6 -7) should include safety and survival
equipment (Section 10) deemed necessary for the type operation being considered.
c. In addition to the minimum equipment recommendations of Table 4.8 and 4.9, the role-specific
equipment recommendations specified in Section 6 and Section 7 should be utilized.
d. All modifications fitted to the aircraft are to be approved or certified under the rules of the relevant
CAA.
4.3.3 Minimum Equipment Lists (MEL)
a. All equipment installed on an aircraft should be operational unless the aircraft is operated in
accordance with an approved MEL, or otherwise as approved by the appropriate CAA under an established
program for deferred defects. Such programs should not be contrary to the Type Data Certificate or
equivalent.
b. When the manufacturer has not established a Master Minimum Equipment Lists (MMEL) and the
governing CAA has established an alternative system, the Operator may comply with that system. If
acceptable to the local CAA, and a MMEL has been approved for the aircraft model by the CAA of the
country of the holder of the Type Design authority:
1) A locally approved MEL should be no less restrictive than the MMEL, except as noted in Item “4.”
below.
2) Operators authorized to use a MEL should establish a system to ensure the document remains
compliant with future revisions of the MMEL as approved by the CAA of the country of the holder of
the Type Design authority.
3) Inoperative equipment or systems should be placarded until repaired, and the Technical or Deferred
Defects Log appropriately annotated. Maintenance personnel are required to periodically review the
status of deferred defects.
4) The MMEL establishes the maximum acceptable period for which each piece of equipment or
system may be inoperative. The CAA may adjust these times.
4.4 MAINTENANCE CRITERIA
4.4.1 Manufacturer, Regulatory Criteria, and Maintenance Records
a. The Operator (Certificate Holder) is responsible for the airworthiness of its aircraft and for maintaining
each in accordance with:
1) All applicable manuals inclusive but not limited to the Manufacturers and Operators Maintenance
Manuals.
2) Mandatory Continuing Airworthiness Information issued by the CAA of the manufacturer's country of
origin, of the country of registration, or of the country of the holder of the Type Design authority; and
3) The manufacturer's airworthiness limitations; and
4) Manufacturer or CAA approved inspection schedules, overhaul schedules, and calendar retirement
dates; and
5) Mandatory date or time-specific Service Bulletins.
b. Aircraft on long-term operations should be maintained to the equivalent of "for hire" or "public
transport" standards applicable for the country of registration.
c. All aircraft components should have documents to verify conformity (EASA Form 1, FAA Form 8130,
or equivalent).
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d. Used flight critical aircraft components should not be used if they have an accident history or if the full
history cannot be established.
e. Operators should establish time-life control of aircraft parts and elastomeric materials such as seals /
hoses based on industry or manufacturer recommended guidelines. If there is no manufacturer’s guidance,
the Operator shall comply with SAE Aerospace Standard No AS1933 Rev A which establishes an eight (8)
year limit from the cure or manufacture date to acceptance by the Operator, for all hose assemblies
containing elastomeric material. AS1933 does not establish a maximum shelf life (period from acceptance to
installation into service) however, it is further recommended that Operators establish an eight (8) year limit
from the cure or manufacture date to the installation date. Unless stated otherwise the service life of flex
hoses used in HVAC, fuel, oil, and hydraulic systems should be replaced every twelve (12) years of service
life.
f. Bulk hardware (standard parts) should have documentation / packaging providing the part number,
batch number, lot number, supplied quantity, and manufacturing source.
g. Each Operator should establish a process to provide an independent inspection (Required Inspection,
RII) of work performed on any aircraft control, emergency or life-saving system, or system deemed vital to
safe flight, including but not limited to disturbance or disassembly thereof. The person performing the
inspection shall be an appropriately qualified Technician and should not have been involved in performing
any of the work. Prior to release of the aircraft for flight, the process shall require a written statement in the
technical logs which includes a description of the work, the control range that is to be checked if applicable,
and the signature or stamp of the person performing the work and that of the person inspecting the work.
h. An Operator which chooses to have another entity or person perform aircraft maintenance or
inspections on its behalf remains responsible to ensure the airworthiness of the aircraft, and that the
maintenance is performed in accordance with its manual, or the requirements listed in ‘a’ proceeding, as
appropriate.
4.4.2 All aircraft maintenance activity and trend data should be recorded in the Aircraft Maintenance Log(s)
and all current records should be made available to the pilot.
4.4.3 Deferred Defects
a. A formal system for control and repair of deferred defects should be established in the Operators
approved Maintenance Manual or MEL.
b. The system should include targeted time limits within which the deferred defects should be corrected.
c. An approved MEL or other CAA approved system should be used to determine if defects can be
deferred for correction (Paragraph 4.3.3).
4.4.4 An Operator should be able to demonstrate, through written reports or other documentation, its activity
related to oversight of entities or persons performing maintenance or inspections on its behalf.
4.4.5 Inspection / Overhaul Time Extensions
a. Any component or aircraft inspection / overhaul extension beyond manufacturer’s standard published /
recommended times should be identified to the Company, and all component extensions should be subject to
review / acceptance by the Company Aviation Advisory personnel prior to implementation.
b. Extensions should normally not be accepted for long-term operations. Extensions approved only by
the local CAA, without manufacturer endorsement, should not be accepted by the Company.
4.4.6 Long-Term Project Aircraft Maintenance
a. For long-term projects or where applicable, aircraft should be specified to be free of scheduled major
component changes, overhauls, and / or major inspections occurring during the initial six months of the
contract.
b. For long-term projects involving single engine turbine aircraft, the engines should be overhauled as an
entire unit, rather than by individual modules at those modules respective overhaul times. As an alternative,
if an Operator provides engine vibration equipment and analyzes the vibration data on a daily basis, modular
overhauls will be allowed at respective module overhaul times.
c. Engine trend monitoring / power assurance should be completed at intervals no less than as
recommended by the manufacturer and results of those trends made available to pilots.
d. Aircraft on long-term assignment should be provided permanent hangar space for routine
maintenance and security purposes.
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4.4.7 Vibration Monitoring Systems or Health & Usage Monitoring systems (HUMS)
a. Operator Maintenance Processes:
1) The operator should have documented HUMS procedures, within its maintenance procedures,
which are included in initial and recurrent ground training for maintenance staff.
2) HUMS procedures should have clear instructions on the actions to be taken for rising trends
that may not have breached a threshold, including criteria to initiate close monitoring.
3) Processes and procedures should also be in place to record defects, warnings, out of tolerance
conditions, and rising trends that have been referred for detailed analysis by Company HUMS
specialists or the OEM support organization.
4) Note - This should include an auditable record of actions and decisions, with references to
maintenance work cards where relevant.
5) HUMS processes and both line and second line analysis should be included in the Operator’s
Quality Assurance process.
6) A Minimum Equipment List, (MEL), Minimum Departure Standard (MDS) or similar document
which should be in place to control the serviceability of the HUMS system. This should limit the
unserviceability of any single component of the system, including accelerometers, to a
maximum of 25 flight hours for normal operations.
7) Maintenance logs should provide details on inoperative vibration system components and when
established time limits will expire.
8) Full serviceability should be required on affected and relevant components, including
accelerometers, when an amber / intermediate threshold is exceeded or when a specific
component is placed under close monitoring for other reasons.
9) Approval for clearance of the out of tolerance condition should be documented above the line
technician level.
10) HUMS maintenance programs should have clear instructions regarding more vigilant oversight
of any component with a rising trend even though that trend may be below an alert threshold.
b. Operator Download and Line Analysis Processes: The Operator’s HUMS processes and procedures
should include the following elements:
1) The requirement to download and conduct an initial analysis of the output from the onboard HUMS
system for Offshore Flights – on every return to the operating base (whether for passenger or crew
change or for shut down) where this can be practicably implemented. At a minimum downloads
should be completed daily.
2) Any unsuccessful download,or inability to download the system, preventing a review for
exceedances either between or at end of the day flights, shall result in the aircraft being removed
from operation until the system can be successfully downloaded and reviewed.
Note - Where aircraft are based offshore, arrangements should be made using portable ground stations and
platform internet connections to provide an equivalent capability where practicable.
3) The requirement to download and conduct an initial analysis of the output from the onboard HUMS
system for Onshore Flights - the system should be downloaded daily as a minimum, but where
practicable on every return to the operating base.
4) Operators / manufacturers may opt to implement more stringent download frequencies.
c. A process should be documented and applied such that no flight should be dispatched following the
download frequency stated above, without a review of the previous flight’s HUMS download result. This is to
include rotors running passenger and crew changes.
d. The HUMS download and initial analysis result should be recorded and certified in the Aircraft
Technical Log or similar document where the Certificate of Release to Service is recorded.
e. That HUMS process should detail the following requirements for action to be taken with regard to
HUMS system alerts during this initial analysis stages:
1) Where there are no HUMS alerts – the aircraft is clear for dispatch with no further action.
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2) With an amber or intermediate HUMS alert, the dispatch of an aircraft with an extant amber alert is
to be subject to an escalation authority within the line maintenance organization.
3) Note - Additionally full serviceability is required on any component of the HUMS system associated
with that alert.
4) With a red or high alert, the aircraft is not to be dispatched until a full analysis and, where
necessary, maintenance investigation has been completed and any subsequent action certified.
5) The Technical Logs detailing any inoperative HUMS components (MEL’d) as well as any items
being closely monitored due to threshold exceedances or rising trends should be available for
aircrew review prior to flight.
4.4.8 Engine Monitoring Systems:
a. Installation of engine monitoring systems is recommended for long-term single-engine aircraft
operations.
b. Engine monitoring systems, when installed, should have the data analyzed on a daily basis and
technical programs written to require verification that parameters were within tolerance for those flights or if
not that appropriate maintenance actions were taken.
4.4.9 Tool Control Program
a. General - Tools can be a source of Foreign Object Damage (FOD) and may result in potential injury
and / or damage to personnel and equipment. Broken or unserviceable tools may also result in damage to
aircraft, parts, and have the potential to injure personnel. These tools should be identified and replaced prior
to the start of any aircraft maintenance action. Control of such items should be managed in a manner as to
ensure all tools are accounted for prior to the aircraft being released for flight operations. This can be
accomplished by a variety of methods ranging from simple to complex. The important aspect of any good
tool control program is training and awareness. If the current program in place cannot assure with
reasonable certainty that all tools are accounted for prior to release of an aircraft, or that tools used for
maintenance are in a serviceable condition, the program then does not meet the intent of this guidance. In
order to ensure ALL tools are accounted for and are in serviceable condition, processes with barriers must be
in place to prevent the human error of not accounting for or inspecting a tool for serviceable condition.
b. Company Provided Tools / Tools Requiring Calibration & Inspection - These types of items should be
inventoried and stored in an organized fashion to ensure out-of-calibration / inspection / serviceable condition
tools are not utilized for aircraft maintenance and are taken out of service when past the due date or found to
be non-serviceable. Company provided tools should be inventoried, inspected for serviceable condition, and
checked-in / out when needed for a maintenance task. There should never be any doubt whatsoever where
a company provided tool is located and that it is calibrated.
c. Employee Owned / Provided Tools - Tools provided by the employee should be stored in an organized
manner as approved by the operator’s management. Tools should be inventoried, inspected for serviceable
condition, and accounted for prior to and following each maintenance action, prior to the release of the
aircraft for flight and again at the conclusion of each work shift.
4.4.10 FOD Control Program
a. Foreign Object Debris / Damage (FOD) is considered to be any object, located in an inappropriate
location in the aviation environment that has the potential to damage aircraft / equipment and / or injure any
personnel. The presence of FOD creates safety hazards and can ultimately negatively impact safety. FOD
includes a wide range of consumable materials and others, to include loose hardware, tools, pavement
fragments, rocks, sand, rags, and even wildlife. FOD is found in hangars, tool boxes, aprons, taxiways,
ramps, runways, and helidecks. It may cause damage through direct contact with aircraft, such as cut aircraft
tires, engine ingestion, or as a result of being blown by rotor wash / exhaust blast.
b. A successful FOD program can be accomplished by a variety of methods ranging from simple to
complex. FOD control programs are most effective when they include these main components: training,
awareness, inspection, maintenance, and coordination. If the current program in place cannot reasonably
assure that FOD is not present in the aviation operations environment, the program then does not meet the
intent of this guidance. In order to ensure FOD prevention, barriers must be in place to prevent the human
error of not accounting for FOD. Some examples of elements addressed in a successful FOD program are
listed below:
1. Sweeping
2. Magnetic Bars
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3. FOD Disposal Containers

4. “Clean As You Go” Work Habits
5. Elimination of Clutter
6. FOD Walks
7. Tool Box FOD Checks
8. Work Stand Inspections
9. Secondary Personnel FOD Inspections
10. Abundant Lighting of Workspaces
11. Light Colored Flooring in Good Repair
4.4.11 Quality Assurance and Quality Control Programs
a. Quality Systems: Operators should have a quality management system in place that addresses both
quality assurance and quality control. While quality assurance and quality control are both a part of the
quality management system, each play a different role. The definitions below will help address the
differences between quality assurance and quality control.
1) Quality Assurance (QA) consists of that part of quality management focused on providing confidence
that quality requirements are fulfilled. The confidence provided by quality assurance is twofold—
internally to management and externally to customers, regulators, certifiers, and third parties. The goal
of QA is to improve development and test processes. QA is a managerial tool and defines standards
and methodologies to be followed in order to meet the customer requirements.
2) Quality Control (QC) is that part of quality management focused on fulfilling quality
requirements. Meaning, the validation that the quality assurance system is effective in developing
requirements and policy. The goal of QC is to identify defects. QC is a corrective tool and ensures the
standards are followed while working on the product.
b. While quality assurance relates to how a process is performed or how a product is made, quality control is
more the inspection aspect of quality management.
c. Inspection is the process of measuring, examining, and testing to gauge one or more characteristics of a
product or service and the comparison of these with specified requirements to determine conformity.
Products, processes, and various other results can be inspected to make sure the product coming off a
production / maintenance line, or the service being provided, is correct and meets specifications. Simply put,
QC or inspection is the validation of the quality process.
d. To effectively manage a quality management system the operator should designate individual parties,
including all operational base locations, to assume responsibilities for quality assurance and quality control.
The two functions should not be the same individuals as this is a check and balance program. Each
designee should attend formal quality assurance or quality control training (conducted and facilitated by third
party) to ensure they have the proper tools to effectively manage these programs. If the current quality
management system cannot reasonably assure all aspects of a quality management system are being met
and addressed, then the quality management system does not meet the intent of this guidance.
4.5 ADDITIONAL CRITERIA
4.5.1 Notwithstanding the above requirements (Paragraphs 4.1 – 4.4.11 and Sections 6 - 7), the Company
may elect to apply more stringent configuration, maintenance or operational requirements on any particular
type of aircraft or part for whatever reason.
4.5.2 Operators should be notified of these special requirements.
4.6 AIRPLANE CRITERIA
4.6.1 In addition to the minimum equipment recommendations of Table 4.8, specific operational role
equipment recommended in Section 6 should be considered.
4.6.2 Certification Recommendations
a. Whenever practical those airplanes that are certified to Federal Aviation Regulation (FAR) Part 25 (or
equivalent), or have documented and demonstrated single engine performance which meet the criteria of
Part 25, should be used.
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b. Those airplanes certified to Part 25 (or equivalent) have higher performance criteria than those
certified to FAR Part 23 (or equivalent).
c. Certification standards other than those in Part 25 (or equivalent) for twin-engine airplanes may vary
significantly relative to demonstrated and documented performance criteria.
4.6.3 Multi-engine airplanes capable of sustaining a one per cent (1) net climb gradient at or above the
lowest safe altitude with one engine inoperative (OEI) should be used when any of the following conditions
exist:
a. When operating in a hostile environment (see Paragraph 4.1 and Chart 4.10).
b. Any portion of the flight should be in instrument (non-visual) conditions.
c. When operating on extended over water flights.
d. Any portion of the flight is planned for / or performed at night.
4.6.4 Multi-engine airplanes without single-engine performance (see Paragraph 4.6.3 above) or piston
powered airplanes should ONLY be used when the following conditions are met:
a. When permitted by local regulatory authorities.
b. The environment is determined to be non-hostile (Paragraph 4.1 and Chart 4.10).
c. Flight routes are conducted over reasonably short distances and favorable terrain.
d. Operations are Day Visual (VFR) only, and the aircraft is landed 30 minutes prior to official sunset.
e. Acceptable services for Search and Rescue are available (see Section 10).
f. Continuous Flight Following is maintained (see Paragraph 6.1).
4.6.5 If single engine airplane flights are considered, the following shall be taken into account:
a. Preference should be given to single engine turbines, if reasonably available, and
b. When the conditions in Paragraph 4.6.4 are satisfied, and
c. When all minimum equipment recommendations in Table 4.8 and Section 6 (where applicable) are
met.
4.7 HELICOPTER CRITERIA
4.7.1 In addition to the minimum equipment recommendations of Table 4.9, role-specific equipment specified
in Sections 6 - 7 should be used.
4.7.2 Piston engine helicopters should not be used.
4.7.3 Main rotor blades with metal spars should not be used if subjected to a lightning strike.
4.7.4 Multi-engine helicopters capable of sustaining a 1 net climb gradient at or above the lowest safe
altitude with one engine inoperative (OEI) and flown with two pilots should be used when any of the following
conditions exist:
a. Any portion of the flight is performed at night or offshore.
b. Any portion of the flight should be in instrument (non-visual) conditions.
4.7.5 Multi-Engine helicopters without single-engine climb performance in cruise or single-engine helicopters
should ONLY be used when the following conditions are met:
a. When permitted by local regulatory authorities.
b. The environment is determined to be non-hostile (See Section 4.1. Chart 4.10).
c. Operations are Day VFR only, and for single-engine helicopters, the aircraft is landed 30 minutes prior
to official sunset.
d. Acceptable services for Search and Rescue are available (see Section 10).
e. Continuous Flight Following is maintained (see Paragraph 6.1).
4.7.6 Long-term passenger carrying helicopter operations shall use helicopters certified to certification
Category A (Cat A) standards beginning in 2015 and FAR 29 or equivalent.
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a. These Cat A capable helicopters, as a minimum, shall be operated to Performance Class 2 (PC2) with
a preference for profiles being P2 “Enhanced” (PC2e) / PC2 "Defined Limited Exposure" (PC2DLE) or
equivalent procedure designed to limit the exposure time during approach and departure. See Definitions
section for Cat A / B and PC.
b. For PC2 operations, a dedicated Risk Assessment should be carried out with input from the identified
Company Aviation Advisor and Helicopter Operator to identify potential mitigation strategies for the
operation. That assessment should at a minimum address the following:

1) The aircraft’s type certificate prescribed performance criteria in the Rotorcraft Flight
Manual (RFM).

2) Review of the written performance procedures from the RFM or procedures written by the
operator using data from the RFM to achieve the desired performance category.

3) The Operator’s Quality Assurance processes to verify pilots are aware of the performance
category being applied to the specific operation.

4) The development of approach and departure profiles should ensure the aircraft
performance / payload will meet the performance criteria.

5) Operator’s training program includes a review / evaluation of the pilot’s use and
understanding of the prescribed procedures during simulator training session.
4.7.7 Helicopters on long-term offshore operations should have a major refurbishment upon reaching ten (10)
years since new and thereafter every five (5) years consisting of removal of all major components, panels,
etc., a paint strip, detailed inspection of all areas, and repair of all corrosion / other damages followed by
repaint. At this time, the aircraft should be upgraded where applicable to include any configuration
requirements in Table 4.9. If it can be demonstrated that the Manufacturer’s / Operator’s approved
progressive Maintenance Program(s), inclusive of the Quality Assurance (QA) oversight of any outside
vendors are used by the operator to perform such maintenance, meet the full intent of the refurbishment
program above and includes plans for scheduled upgrades for future changes to Table 4.9, this shall be
documented in writing and accepted by the endorsed EMAS Aviation Advisor and copied to the EMAS
Aviation Operations Support Manager for acceptance. The accepted maintenance programs should be
reviewed every five years to verify all the components of the program are still in place.
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SECTION 5 – PERSONNEL
5.0 GENERAL
All aircrew and engineers should have the qualifications, experience and licenses to satisfy the CAA, the
Company and the vendors of insurance provided by the Operator and / or the Company.

5.1 FLIGHT & DUTY TIME – GENERAL

5.1.1 Limits are normally imposed upon the amount of flying time, total hours of duty, and mandatory rest
requirements by the local CAA. Should the CAA not limit the duty time for technicians and other safety
sensitive positions, it is recommended the operator include duty time of these positions in a comprehensive
Fatigue Risk Management Plan.
5.1.2 Unless more stringent limits are imposed by regulatory authorities, the limits listed in this AOG should
apply for both duty and flight time.
5.1.3 For operations in remote field locations or where personnel crews rotate on a scheduled basis,
exceptions may be applied after consultation with Company Aviation Advisors.
5.1.4 In any situation when established flight and/or duty time limitations could be surpassed, EMAS must be
contacted prior to the exceedance.
5.2 FLIGHT TIME LIMITS
5.2.1 Pilots should not fly in excess of the maximums listed below or those listed in mission specific portions
of this Section, including time that might be flown in support of other companies / customers.
5.2.2 Single Pilot:
a. 8 hours daily flight time constitutes a flight period.
b. 45 hours in any 7 consecutive-day period.
c. 100 hours in any 28 consecutive-day period.
d. 1,000 hours in any 365 consecutive-day period.
5.2.3 Dual Pilot:
a. 10 hours daily flight time constitutes a flight period.
b. 60 hours in any 7 consecutive-day period.
c. 120 hours in any 28 consecutive-day period.
d. 1,200 hours in any 365 consecutive-day period.
5.2.4 High Workload Operations – Requirements in addition to the above
a. General: Due to the fatiguing nature of external load flying, offshore field / block operations, seismic,
etc. or similar operations of a highly repetitive nature with three (3) or more landings and departures /
external loads per hour, additional flight time restrictions as noted in paragraphs below are recommended.
1) Time on the ground for approved rapid refueling time (Section 6) does not constitute a rest
break.
2) Seismic operations refer to IOGP Report 420 for additional guidance (see 1.7.4).
3) Rest-breaks of at least 30 minutes in duration should be provided between flying periods.
b. Single Pilot:
1) A daily maximum of six (6) hours flight time
2) The maximum flying period is three (3) hours without a break in between flying periods
c. Dual Pilot Operations:
1) A daily maximum of eight (8) hours flight time for external load operations.
2) The maximum flying period is five (5) hours without a break in between flying periods.
5.2.5 Maximum Duty and Minimum Rest Times:
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a. A minimum of 10 hours of consecutive rest should be available following a duty or flight period.
b. For flight personnel a maximum 14 hour duty day should be established. This includes flight planning,
preflight, flight time, post flight, completion of any associated maintenance or paperwork, any "non-local"
travel time, and commences when the pilot reports for duty, and ends when departing the place of duty.
5.3 FATIGUE MANAGEMENT
5.3.1 Operators should establish a Fatigue Risk Management Program for all personnel holding flight,
maintenance (technical), or operational control (safety-sensitive) positions. The program should consider
exposure as a function of time, task difficulty, and work environment.
5.3.2 Highly repetitive fatigue-causing flight operations such as external lift, seismic, inter-rig, or platform
work requiring many landings / takeoffs per hour, operations in hot climates, or out-of-circadian-phase shift
work may require the Operator to reduce personnel schedules to more conservative levels or otherwise vary
exposure limits. See 5.2.4
5.3.3 Personnel holding safety-sensitive positions who arrive at the point of duty after prolonged travel should
not be scheduled for duty until afforded the rest opportunity specified in paragraph 5.2.5.a.
5.3.4 Maintenance / Technical Fatigue Risk Management Programs should limit duty to not more than twelve
(12) consecutive hours maximum per twenty-four hour (24) period. Exceptions, allowing extensions to a
maximum of two (2) hours, when deemed necessary, should be approved by the Director of Maintenance.
The Operator should track allowing of such exceptions as part of its Fatigue Risk Management or Quality
Assurance Program.
5.3.5 An Operator that schedules personnel for extended duty cycles, e.g., 14, 28, or 60 days, should make
provision within its Fatigue Risk Management program to provide these personnel with periodic relief of all
duties.
5.3.6 An Operator that assigns ancillary or supervisory tasks to personnel holding safety-sensitive positions,
e.g., flight crew or technicians, at remote sites should delineate the amount of time it permits at each task.
5.3.7 Fatigue Risk Management Plans should include educational information to make employees and
managers aware of symptoms of fatigue and also how fatigue occurrences in the workplace will be handled.
5.4 PILOT REQUIREMENTS
5.4.1 Each pilot shall meet the minimum relevant pilot qualification and experience requirements presented in
Table 5.5 and flight / duty and fatigue management requirements of this Section.
5.4.2 Recurrent and Initial Line Training
a. All pilots should receive annual recurrent training to the standards of appropriate civil aviation
authorities, and flight checks at not less than a frequency of every six months for long-term operations.
b. These flight checks should include an annual instrument rating proficiency check / renewal (where
applicable), a proficiency check and an annual route check.
c. Where distinct climatic seasons exist, training related to the seasonal change is recommended.
d. Before being scheduled for flight duties in a new location, all crewmembers should receive as a
minimum a documented Line Check, which includes an orientation of local procedures / programs.
5.4.3 Type specific simulator training should be completed for long-term operations for initial and periodic
recurrent training for all pilots a minimum of every six months. A minimum of annually is recommended for
short-term operations. When type specific simulation is not available for a particular aircraft model, type
specific computer based cockpit procedure trainers are recommended, if endorsed by the EMAS assigned
Aviation Advisor. Pilots may log simulator flight time only when actually at a pilot position in the simulator.
5.4.4 Pilots may log In Command Under Supervisor (ICUS) time, where allowed by local CAA. This time will
be recognized as Command Flight Time in meeting the requirements of this AOG as noted in Table 5.5,
provided:
a. All ICUS time should be logged while under the supervision of a properly trained Training Captain, and
a minimum of 100 hours should be logged while flying in the Captain's designated position.
b. Training records and the pilot's logs are maintained documenting each flight performed.
c. The Operator has a written ICUS training program establishing the syllabus and progression program.
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5.4.5 Formalized competency-based training programs may be used to attain an equivalent level of
competency as that stated in Table 5.5 for pilot status. The following provisions must be in place and the
program must have been reviewed by an Aviation Advisor and accepted by Aviation Services.
a. The training program has a structured progression with defined goals for each step and defined
competencies that must be reached at each step.
b. The training program has formal flight check requirements to certify achievement of the competencies.
An individual's progress must be thoroughly documented and periodically corroborated by training personnel
or managers with flying experience, preferably by one who has not been directly involved with delivering the
bulk of training.
c. Each step is required to be achieved within certain flight hours, or alternatives prescribed.
d. The program focuses heavily on instrument / night training and attainment of progressive
competencies.
e. The program should require pilots to attain the ATPL before Captain status is granted (see 5.4.4
above).
f. CBT Programs will be considered, evaluated, and potentially endorsed on a limited case-by-case
basis.
g. Operators interested in obtaining EMAS endorsement for such a program should discuss with the
assigned EMAS Aviation Advisor to determine feasibility.

5.4.6 Payroll / Salary

a. Aircrew personnel should not receive remuneration based solely on a basis of hours or miles flown.
b. The preferred salary treatment is fixed salary.
5.4.7 Minimum Crew
a. For passenger transport operations, the minimum crew is two pilots. When two qualified captains are
scheduled to operate a flight together, one will be designated as the pilot-in-command for that trip, prior to
dispatch of the flight. See 6.11 for additional requirements. An Aviation Advisor should be consulted for
specific requirements not provided in this Guide.
b. Single pilot operations not involving passenger transport should only be conducted in a non-hostile
environment during day, VFR operations, and after consultation with an Aviation Advisor.
c. Specialized operations (such as seismic, pipeline, geophysical, etc.) during which non-pilot personnel
are carried as "crewmembers" (see Definitions section) may be flown single pilot after consultation with an
Aviation Advisor.
5.4.8 Multiple Aircraft Types
a. The Operator should provide written guidance with regard to the number and kind of aircraft types on
which an individual may actively serve as a pilot. Such guidance should delineate the maximum number of
different types permitted, normally two (2), and the number of types that may be flown in a single day.
b. The guidance provided should consider the element of negative transference possible for similar but
different cockpits and the capacity in which the pilot is to serve.
c. Certain pilots may be assigned to duties on multiple types by necessity, e.g., Check Airmen, Training
Captains. In such cases the Operator should provide guidance which varies the frequency of service on
types, or the capacity in which such individuals may serve in a single flying period.
5.4.9 Landing on Vessels:
a. Operators should have training and operating procedures for landing on vessels addressing as a
minimum the following:
1) Differences in the location of helidecks (forward, aft, amidships) and the effect on helideck
movement.
2) Differences in approach / departure procedures for vessels in movement up to 5 knots and the effect
on relative wind and turbulence over vessel structure.
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3) Use of the TD / PM circle (landing circle) and relative positioning to enable safe passenger
movement.
4) Differences in procedure / technique for landing or taking off to helidecks less than 100 feet off the
water.
b. Pilot training and qualification requirements listed below:
1) Pilots should conduct a minimum of 3 takeoffs and landings to a moving helideck in the previous 90
days, or an Operator Check Pilot should review the pilot if the 90 day currency has lapsed by
landing on a moving helideck.
2) Pilots performing night flight to vessels must meet the requirement of having landed and taken off at
night to a moving helideck within the last 90 days.
5.5 CABIN CREW REQUIREMENTS (WHERE USED)
5.5.1 Operators should have an approved section of their Operations Manual prescribing the duties,
responsibilities, duty / flight time limitations (see 5.1-2 above), fatigue management program (see 5.3 above),
training and qualifications required for cabin crew.
5.5.2 Cabin Crew training programs should include the following:
a. Inclusion of the Cabin Crew into the Operators Crew Resource Management Program as equal
participants.
b. The Operator’s Training Manual should outline a program for differences training should the aircraft
type be changed or multiple aircraft types in use.
c. Cabin crews should have prescribed initial and annual (as a minimum) recurrent proficiency training.
d. Cabin Crews should be included in simulator training programs with pilots if possible.
5.5.3 Cabin Crew Qualifications:
a. All cabin crew members should have completed a regulatory approved course of instruction.
b. All cabin crew members should either be licensed or provide a Certificate of Demonstrated
Proficiency, if required by the regulatory authority.
c. Cabin crew members should be qualified on the type aircraft on which they are performing such
duties. Such qualifications should be documented for inspection by the Aviation Advisor.
d. Cabin crew members should have as a minimum one year’s experience or equivalent competency
based training (that has been reviewed by an Aviation Advisor) as a cabin crew member.
e. All training and qualifications should be documented and retained for review.
f. All cabin crew members should be Cardiopulmonary Resuscitation (CPR) qualified and if aircraft is
equipped Automated External Defibrillators (AED) qualified.
5.6 SUPPORT AND TECHNICAL PERSONNEL REQUIREMENTS
5.6.1 Engineers, licensed mechanics, loadmasters, helideck attendants, dedicated aerial observers, and
dispatchers should meet the minimum qualification and experience requirements presented in Table 5.6.
5.6.2 Helideck / Heliport Landing Officers (HLOs) shall be formally trained as a minimum in the following
courses: Initial helideck / heliport management, cargo handling, weather observation, dangerous goods,
firefighting, refueling systems (if required), basic helicopter safety, passenger management, and emergency
response. Helideck Landing Assistants (HDAs) shall minimally be trained on the same items as HLOs less
weather observation, and refueling. All training shall be documented and refresher training shall be
completed every three (3) years.
5.6.3 Ramp personnel with designated responsibilities as fire guards / emergency response should be trained
in basic firefighting and specifically on how to extinguish fires for the designated aircraft.
5.6.4 The principal objective of a rescue and firefighting service is to save lives in the event of an aircraft
accident or incident. Important factors affecting rescue in a survivable aircraft accident are the standard of
emergency training of personnel, the availability and effectiveness of their equipment and the speed with
which an emergency response can be effected. The helideck should provide a level of fire protection
necessary to contain a post-crash fire (PCF) in the event of a helicopter crash which in a worst case
scenario, the largest helicopter using the helideck has rolled onto its side with a full passenger load. The fire
protection system should provide adequate time to evacuate all occupants from the helicopter and helideck.
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In some instances, it may be necessary to conduct a risk assessment to determine the level of fire protection
necessary. Parameters to consider when determining the scope of the fire protection equipment required for
each helideck are:
• Whether the platform is fixed or floating
• Size of helideck
• Presence of a fueling station
• Model of helicopter(s) expected to service the platform, including personnel and fuel capacity of
such helicopter(s)
• Whether the platform is manned or unmanned and typical number of personnel on board the
helicopter if the platform is manned.
5.6.5 Helideck operations should be conducted with at least three personnel comprised of a helideck crew. At
a minimum the HLO and one HDA will be trained to respond to a helicopter incident on a helideck resulting in
fire. An HDA or designated Fire Guard will be outfitted in the appropriate fire resistant clothing at least 3
minutes prior to estimated time of helicopter arrival, departure, and during helicopter fueling operations. The
designated Fire Guard will don the equipment and the remaining personnel must have immediate access to
the following equipment:
• Fire protective suit
• Fire protective gloves
• Fire helmet with visor (must be secured with a chin strap)
• Fire protective boots
The helideck crew should don fire protective equipment and man fire stations if it is believed that a dangerous
situation may occur on the helideck (i.e., aircraft landing or returning to the helideck with an emergency or
malfunction).
5.6.6 Rescue equipment should be immediately accessible by the helideck crew. It is recommended this
equipment be contained in a vertical weather resistance storage unit with shelves and inspected frequently
for condition and inventory content. The ladder and grab hook should be stored horizontally near the
helideck. Rescue equipment should include the following:
1. adjustable wrench
2. axe (aircraft or large type)
3. axe (large)
4. bolt cutters croppers 24 inch (61 cm)
5. breathing Apparatus – 2 sets (Note: offshore locations only).
6. crowbar (Large Heavy duty)
7. fire blanket
8. firefighter face mask
9. flameproof gloves (at least two pairs)
10. grab hook with a long handle or line
11. hacksaw (heavy duty) with 6 spare blades
12. lifeline (5mm by 15m plus rescue harness)
13. harness knife with sheath (x2)
14. ladder (8 ft. min)
15. pliers (Side cutting)
16. screwdrivers (Assorted)
17. flashlight with spare batteries
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5.7 ROLE SPECIFIC REQUIREMENTS

5.7.1 Types of role specific operations often undertaken by Operator's aircraft in support of the Company
include low level geophysical survey, external load lifting, seismic, and pipeline survey.
5.7.2 Additional experience requirements for these role specific operations are discussed further in
“Operational Criteria”, Sections 6 - 7 and 2.0.1 of this document.
5.8 TRAINING RECORDS AND PROGRAMS
5.8.1 Listing of Personnel: Operators should provide the Company with a listing of personnel that meet the
Company requirements.
5.8.2 Changes of personnel should be endorsed by an EMAS endorsed Aviation Advisor before they
commence work, unless the Advisor has previously endorsed the Operator's Management System and
screening process as acceptable for providing personnel meeting Company requirements.
5.8.3 Training records should be periodically reviewed by the assigned Aviation Advisor. The Operator
should make these records and its training programs available upon request.
5.8.4 Training folders should include, for a minimum of three (3) previous years, copies of records of all
training completed in meeting the requirements of Tables 5.5 - 5.6. For pilots, this should include required
check ride forms and documentation verifying the hourly qualifications listed in Table 5.5.
5.9 CREWMEMBER PROTECTIVE EQUIPMENT
5.9.1 In areas of high densities of bird populations, or where flights are routinely flown at altitudes less than
1,000 feet AGL, all crewmembers occupying a front seat should consider wearing protective eyewear such as
prescription safety glasses (OSHA Standard or equivalent) or helmets with visors and consider reducing
airspeed to either 100 knots or if higher the minimum airspeed for the aircraft type and configuration.

Note – The majority of bird strikes are below 3,000 feet AGL; recommend flight above this altitude when
possible during periods of high bird population.
5.9.2 See Section 10.4, SURVIVAL EQUIPMENT
5.10 HELICOPTER AB INITIO QUALIFICATION TRAINING PROGRAM
5.10.1 Pilots may only be approved to enter this program if they meet the following requirements:

a. Commercial pilot certificate.

b. Total helicopter flight experience of at least 200 hours.

c. Instrument Rating.

d. Training records reviewed and endorsed by the appropriate EMAS Aviation Advisor.

e. Initial flight training was completed at an EMAS endorsed flight training academy.
Candidates must have finished with grades in the top 30% of the Academy average.
5.10.2 Operator should have a formalized competency-based training program to be used to attain an
equivalent level of competency as that is stated in Table 5.5 for pilot status. The following provisions must be
in place and the program must have been reviewed by an Aviation Advisor and accepted by Aviation
Services.
The training program has a structured progression with defined aims for each step and defined competencies
that must be reached at each step.
The training program has formal flight check requirements to certify achievement of the competencies. An
individual's progress must be thoroughly documented and periodically corroborated by training personnel or
managers with flying experience, preferably by one who has not been directly involved with delivering the
bulk of training.
Each step is required to be achieved within certain flight hours, or alternatives prescribed.
Should include all aspects of flight expected to be performed per contract to include helideck landing training.
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5.10.3 Operator should have a training program for Training Captains on progressing AB initio pilots.
5.10.4 Operator should have a training program for Senior Captains on expectations and requirements for Ab
initio flights.
5.10.5 Typical student finishes Academy with 150 flight hours and 500 hours of academics.
EM expectation of an Ab initio pilot is to fulfill the duties of a qualified SIC / First Officer and the ability to
progress to Captain.
25 of the starting 200 helicopter flight hours shall be in turbine engine helicopters.
The pilots must have also completed an approved flight simulator course for type aircraft utilized for contract
and building flight experience within the previous 90 days prior to being accepted into the program.
Pilots must have a current HUET (OPITO approved) prior to any flights as part of this program.
5.10.6 Candidates for the program must agree to EMAS review of Academy training records and other
applicable documentation.
There shall be no more than 2 pilots enrolled in the operator’s Ab initio program at any one time.
No candidate will be endorsed to enter the program if they have not been specifically reviewed and endorsed
by EMAS.
5.10.7 No revenue flights for Company are permitted by Ab initio pilots until they have completed the
contractor’s EMAS endorsed program to qualify as a SIC / First Officer for anticipated types of flights.
5.10.8 The Ab initio pilot should not fly on any type of flight where they have not completed ground training,
and flight training, for which an acceptable level of competency has been determined and documented.
5.10.9 All company flights shall be conducted with an Ab initio qualified Training Captain until 250 hours of
flight time have been documented.
5.10.10 Once the pilot has attained 250 flight hours and is fully qualified to conduct line flights, they may be
paired with an EMAS endorsed Senior Captain, one which has 1,000 hours as PIC in model and has
completed a syllabus specific to responsibilities of flying Ab initio flights.
5.10.11 Once accepted into the program, monthly progress reports shall be completed and shared with the
assigned EMAS Aviation Advisor.
5.10.12 A quarterly line check will also be required and can be completed in either the aircraft or approved
flight simulator.
5.10.13 Once the pilot has successfully completed the program and attained the flight hour experience stated
in the AOG (Table 5.5), monthly reports and quarterly line checks will no longer be necessary.
5.10.14 If at any time during the program, a progress report is identified as less than standard progression,
the EMAS Aviation Advisor should be notified immediately before being allowed to fly on any further revenue
flights.
5.10.15 Documentation including training record, progress reports, and flight grades sheets shall be
maintained and available for review until pilot is upgraded to Captain.
5.10.16 The above mentioned Ab initio items, flight simulation, training and revenue flights shall all place an
emphasis on Crew Resource Management and decision making skills. These should be thoroughly
evaluated and documented throughout the program.
5.10.17 There is no intention of this program being utilized as a training pipeline to supply qualified pilots to
other operators once they have acquired additional flight experience. Measures and reassurances must be
in place to demonstrate loyalty to the company as a potential long-term employee.
5.10.18 EMAS reserves the right to terminate endorsement for the Ab initio program at any time it is
suspected the use of this program is not providing a benefit to the operation. EMAS also reserves the right to
have any pilot removed from the program if desired.
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SECTION 6 – OPERATIONAL CRITERIA – AIRPLANES, HELICOPTERS, TETHERED BALLOONS,

LIGHTER THAN AIR VEHICLES
6.0 FLIGHT RULES AND WEATHER
6.0.1 Unless the Company issues requirements that are more stringent, Operators (all weather) should
comply with local regulations for Instrument Flight Rule (IFR) weather minimums.
6.0.2 Visual Flight Rules (VFR) weather minimums are contained in Table 6.0.3. Additionally:
a. Local regulatory minimums are to be followed when their guidance is more conservative than those
contained in Table 6.0.3 or, in mission specific weather minimums presented further in this Section.
b. See mission specific weather guidelines in other portions of this Section as applicable.
c. Overland single-engine fixed-wing / non-IFR capable / single piloted aircraft should terminate thirty
(30) minutes prior to sunset.
6.0.3 Table - VFR Weather Minimums

Minimum Visibility (d.)

Flight Cloud Base Requirements to fly given these
Operating
Regime (feet) (SM = statute mile) VFR weather minimums (b.)
Height (a.)

500 Feet 600 Feet 3 SM / 4800m

Offshore
- Day Twin engine IFR certified aircraft
300 Feet 400 feet 2 SM / 3200m
with dual IFR current crew

Overland Aerial patrol / surveillance, see

500 Feet 600 Feet 3 SM / 4800m
– Day 6.9.3

Twin engine IFR certified aircraft

All Night Night Flights should be flown using only IFR
with dual IFR-night current crew
Ops (c.) procedures regardless of visual weather conditions.
(c.)

a. The minimum operating height refers to the height Above Ground Level (AGL) for overland flights, and
the height Above Mean Sea Level (AMSL) for offshore flights.
b. VFR flights may not depart or continue if the weather conditions at departure, enroute or the
destination are below the above stated minimum.
c. Night flight should be planned and flown using full IFR procedures from takeoff to landing.
d. Visibility for Day VFR may be reduced to two (2) SM, if localized procedures are published providing
risk mitigating measures and the procedures are endorsed for use by an Aviation Advisor.
6.0.4 Weather Reports (see Paragraph 8.0.5 for details on weather base station equipment required for VFR
or IFR flight)
a. Providing accurate aviation weather for both current and forecast conditions should be a priority for all
flight operations.
b. Use of personnel trained and certified as Aviation Weather Observers or an Automated Weather
Observation System (AWOS) which also provides certified aviation weather are recommended for long term
projects, where appropriate.
c. When provided, weather reporting equipment should be capable of determining the following
information:
1) Wind speed and direction
2) Barometric pressure
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3) Temperature
4) Visibility
5) Ceiling height
6) Sea state should also be provided for helideck operations and for floating facilities
helideck pitch, roll and heave data.
6.0.5 Adverse Weather Planning
a. The purpose of Adverse Weather Guidelines is to provide open dialog between the Operator and the
Affiliate Local Aviation Contact when weather conditions become marginal for normal aircraft operations. The
dialog may identify mitigating measures necessary to continue operations at an equivalent level of safety or
result in the decision to suspend operations.
b. Affiliate companies should, through a localized risk analysis, determine if a localized Adverse Weather
Program should be adopted. The Adverse Weather Program for offshore helicopter operations that has been
established is located in Paragraph 7.1.
c. All factors, including discussions with the Operator, should be reviewed in establishing local adverse
weather operational limits.
d. The Affiliate will always have the option to delay or cancel a flight, even when conditions are
technically within limits, should it choose to do so.
e. The Operations Manuals of the Operators may contain more restrictive guidelines than those listed in
this AOG.
f. Among factors to consider in determining if flights should be performed in adverse weather are those
listed below:
1) Operator’s compliance with local regulations, company Operations Manual, and Affiliate
weather and operational limitations.
2) Safe movement of passengers and operation of the aircraft at the landing / departure site.
3) Rescue provisions, which should provide a reasonable expectation of rescue both enroute
and at the landing site, in the event of a forced landing.
4) Degree of urgency of proposed flights.
g. When conditions become marginal or reach any of the criteria listed below, the situation may be
considered to have reached the "adverse" level, where Company review or intervention may be justified and
where "routine" flights may be curtailed.
1) Aircraft flight manuals have operational limits for both speed and gust spread that must be
considered, but in any case when wind speed reaches 53-59 knots, Affiliates should consider
specialized passenger handling procedures, and advising inbound flights of the weather conditions.
2) Weather less than 600-foot ceiling and 3 miles visibility (see Chart 6.0.3) require IFR capable multi-
engine aircraft and crew.
3) Severe loose dust or blowing snow or other conditions at the landing site that may inhibit visibility
requires specialized pilot training and / or operational procedures.
4) Severe cold conditions below minus 29 degrees Celsius (-20 F) may require specialized passenger
and aircraft handling procedures.
5) Any other conditions established for this Zone by the Affiliate.
6) At this stage, the aircraft crew or Company are expected to indicate that Precautionary Limits have
been reached. Advise the Affiliate Local Aviation Contact, and jointly reach agreement on whether
to continue flights delay.
h. The Company Supervisor responsible for operations should review all proposed aircraft operations to
determine whether such flights are essential to meet Company objectives or should be delayed. When
delaying flights, the supervisor may consider prioritizing as noted below:
1) Flights for visits by non-operational staff or other non-essential flights
2) Flights for routine crew changes.
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i. Where a number of the criteria above exist simultaneously or if the flights are during night, the
Supervisor should assume the risk level will be higher.
6.0.6 Among the conditions to be considered when routine or precautionary level flights should be
contemplated for curtailment and only emergency operations should be considered are those listed below.
a. Winds above 60 knots.
b. Extreme cold below minus forty degrees Celsius (-40°C) (-40°F).
c. For all floatplanes, no water landings with sea state above one foot. For amphibious floatplanes, no
landings below minus one degree Celsius (-1°C) (+30°F).
d. Any other conditions established for this Zone by the Affiliate.
e. Flights in this Zone are normally performed only with multi-engine IFR equipped aircraft and dual IFR
qualified pilots.
f. At this stage, the flight crew or Company will be expected to indicate that guideline limits have been
reached, and delay all flights, except for life-saving flights.
g. Qualified medical advice should be sought before launching an emergency flight for medical reasons,
in order to establish that the risk facing the patient exceeds the risk to the aircraft and crew.
h. Supervisors should consider the landing area unsafe for personnel for routine operations or those in
the Precautionary Zone.
6.1 FLIGHT POSITION REPORTING (FLIGHT FOLLOWING)
6.1.1 A flight following system should be in place for all aircraft supporting Company activities. This should
include the use of satellite and GPS based systems. However, in the event of system malfunction, an
alternative communications link (HF, VHF, or satellite telephone) should always be incorporated in the plan.
When establishing flight following requirements, factors to be addressed include:
a. Clearly defined responsibilities for Search and Rescue Program activation (See Section 10) and
Emergency Response Plans (ERP).
b. Requirement to submit a flight plan or notification to the agency responsible for the flight following
duties.
c. Requirement to conduct routine position reporting at intervals no less than those required by the local
CAA or outlined in Paragraph 6.1.2.
d. Company or Operator provided flight following facilities should have a means of constant recording,
either digitally or tape, of all radio communications with aircraft.
6.1.2 Position Reporting Contact Intervals
a. Flight following should be initiated prior to departure, cancelled after landing, and the reporting interval
for offshore flights is not to exceed 15 minutes. For operations in which search time may be extended and
rescue may be difficult, the mandatory reporting intervals for these systems should be significantly shortened
to reduce the required search area.
b. Monitoring personnel should initiate the ERP upon receipt of a manual or system alert (satellite
system). For verbal reporting, initiate the ERP not later than five (5) minutes after the ETA or the next-due
contact time.
c. Where terrain or survey equipment prevents constant radio contact, provision is to be made for
position reports to an appropriate flight following agency a minimum of every 30 minutes.
6.1.3 When flight following is maintained from a base location, all communications are to be logged by the
radio operator noting the time of transmission. The position report should include, but not be limited to the
following information:
a. Aircraft call sign.
b. Number of Persons-On-Board (# POB) from each point of departure.
c. Fuel on Board in hours and minutes (FOB is 1+20, etc.) from each point of departure; unless when
departing a location where fuel is uploaded adequate to cover the entire route of flight (with alternates if
required), in which case only an initial report of fuel status is required.
d. Position (either coordinates or waypoint).
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e. ETA next point or time of next position report, whichever is less.

f. Any diversions from planned route.
6.1.4 Verbal position reports may be suspended provided an automatic reporting system has been
established, its reliability validated across the entire flight route(s), and the system contains a light in the
cockpit that provides the pilot with system status. An automatic system does not relieve the Operator of the
responsibility to provide an individual to monitor the progress of each flight.
6.2 FUEL MINIMUMS
6.2.1 As a minimum, airplanes should carry sufficient fuel and oil to allow for wind and other anticipated
meteorological conditions to fly to the first airport of intended landing, thence to an alternate airport if required
and thereafter for 30 minutes at normal cruising speed.
a. IFR, this includes:
1) Fuel for maneuver and positioning for an instrument approach at the first airport of intended
landing.
2) Fuel for the conduct of an instrument approach to the MDA or DA at the first airport of intended
landing.
3) Fuel for flight to and maneuver and positioning for an instrument approach at the alternate
airport.
4) Fuel for the conduct of an instrument approach to the MDA or DA at the alternate airport
6.2.2 As a minimum, helicopters should operate in a similar manner with a planned fuel reserve as noted
below.
a. VFR: 30 minutes.
b. IFR: 30 minutes + 10% trip fuel, but no less than 30 minutes.
c. For offshore flights:
One-way only fuel computations and offshore-only alternate diversion should not be used.
Fuel reserves should be computed based on fuel to destination plus a planned return to a suitable onshore
alternate landing site plus the times indicated in ‘a’ or ‘b’ preceding.
d. External load and aerial application operations: No less than 20 minutes fuel reserve upon landing.
6.3 REFUELING WITH ENGINES RUNNING (RAPID REFUELING)
6.3.1 Refueling with the engines running should be conducted for aircraft using JET A / A1 in accordance
with the requirements of this Section and only used in the following scenarios:
a. High winds preventing a safe aircraft shut down / start-up.
b. Maintenance malfunction preventing shut down / start-up such as a low battery, engine starter
malfunction, etc.
c. An emergency medical evacuation flight.
d. When considered operationally necessary and procedures have been reviewed by Company Aviation
Advisors.
6.3.2 If an operational requirement to conduct rapid refueling exists (see Paragraph 6.3.1), the following
should be in place:
a. Company management should approve the specific circumstances in which rapid refueling may be
conducted.
b. The Operator's approved Operations Manual should include written procedures to be followed for the
refueling operation. The aircrew and ground support staff should have completed the Operator's Training
Program before refueling is conducted. Training programs should include the following:
1) Proper fuel handling,
2) Fuel system and aircraft emergency shut-off,
3) Fire extinguisher use,
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4) Proper aircraft bonding,

5) Static electricity hazard,
6) Hand signals,
7) Safety around running aircraft and fueling, and
8) Fuel spill response.
6.3.3 The following minimal guidelines should be used for rapid refueling:
a. The Operator should fully meet the requirements of Paragraph 6.3.3.
b. Rapid refueling should be pressure port. If only gravity systems are available, dead-man type nozzles
with a flow rate of less than 10 gallons / minute shall be used.
c. Primary sources of ignition such as engines, heater exhausts, etc., should be located above the
aircraft fueling port.
d. A pilot should remain at the controls at all times, not perform other duties, be prepared to immediately
shut-down engines and egress the aircraft, if necessary.
e. A minimum of three individuals are required for the refueling operation; one for refueling, one for pump
shut-off, and one for fire watch (with appropriate extinguisher).
f. Passengers are to disembark prior to the refueling operation commencing.
Note - If for safety reasons, the Pilot-in-Command decides to refuel with the passengers on-board the aircraft
the passengers should be informed of this decision, actions to take in the event of a fire. All seat belts are to
be unfastened, the main exit door away from the side where refueling is occurring should be opened, and no
smoking should be allowed.
g. All access points, windows and openings on the refueling side shall be closed.
h. Radios are not to be used during refueling, and all anti-collision lights, radar, radio altimeter,
transponder and DME equipment should be switched OFF.
i. Prior to removing the fuel cap and inserting the fuel nozzle into the aircraft fuel tank, grounding /
bonding wires running from the fuel station and from the fuel hose to the aircraft should be connected,
j. When refueling is completed, the Pilot-in-Command should verify that all equipment is removed, the
fuel cap has been securely replaced and the aircraft is properly configured for flight.
6.4 FLIGHT / DUTY TIME AND FATIGUE MANAGEMENT - SEE SECTION 5
6.5 GROUND RUNNING AIRCRAFT
While aircraft are on the ground, under no circumstances should the controls be left unattended when any
engine is running.

6.6 GEOPHYSICAL SURVEY OPERATIONS

For geophysical survey operations, it is recommended that the survey be conducted in accordance with the
guidelines contained in the International Airborne Geophysical Safety Association (IAGSA) Safety Manual, that
the guidance of an EMAS endorsed Aviation Advisor be used, and that a Risk Analysis be completed prior to
commencing operations.

6.7 MOUNTAIN FLYING

For operations in mountainous regions, all pilots should have formal mountain-flying training and a minimum of
300 hours mountain flying experience, of which 50 should be in the type of aircraft to be operated.

6.8 AERIAL APPLICATION (SPRAY OPERATIONS)

6.8.1 Aerial application of sprays such as dispersants and defoliants used for pipelines, etc. can be delivered
from airplanes or helicopters depending on local requirements and availability.
6.8.2 The guidelines listed in Paragraph 6.9 apply to aerial application operations. Additionally, the
guidelines shown below should be used:
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a. If marker personnel are to be used, they should be fully briefed and trained on their responsibilities
and actions to take in the event of emergencies or spray drifting onto them.
b. The application area should be surveyed for obstacles, bird activity, and prohibited areas before the
application flights begin.
6.9 PIPELINE PATROL / AERIAL SURVEILLANCE
6.9.1 This type of work includes, but is not limited to, pipeline patrol, aerial photography, oil spill response
using IR / UV cameras, and other forms of aerial surveillance applications (excluding Geophysical operations
covered in Paragraph 6.6).
6.9.2 This type of work may be accomplished using single or multi-engine airplanes and helicopters (See
Section 4 for Aircraft Selection Guidelines).
6.9.3 Guidelines
a. All aerial survey / pipeline patrol operations should be conducted during daylight conditions in
accordance with Visual Flight Rules (VFR) and at ceiling or visibility minimums not lower than 700-foot
(ceiling) or 3 statute miles (visibility).
b. Oil spill surveillance and other aerial surveillance operations using specialized IR / UV cameras may
be conducted at night if all requirements for night flight (Table 5.5) are met.
c. Flights should be conducted at an altitude not less than the highest of the following: the minimum safe
altitude to avoid obstructions; that stipulated by regulation or local CAA; or the altitude specified in Table
6.0.3 herein.
6.9.4 Helicopters, when used, should avoid the danger zone of the height / velocity curve.
6.9.5 For long-term pipeline patrol operations, the following should be installed:
a. In high density areas or, where other low level traffic may present a hazard, collision avoidance
systems that provide verbal and / or visual positional data on the target aircraft.
b. Automated engine monitoring systems for all single engine aircraft.
c. Landing lights converted to pulse light configuration in high-density areas.
d. Climate controlled cabin for all operations in temperatures below fifteen degrees centigrade (15˚C)
and for long-term operations where temperatures are routinely above thirty-two degrees centigrade (32˚C).
The maximum daily flight hours should be limited to four hours when more than two hours of the flight are in
ambient temperatures exceeding 32 degrees Celsius if:
a) The normally scheduled flight is in an area where a cabin cooling system is not normally
required, or
b) Flying an aircraft that the cooling system is temporarily inoperative.
e. Survival kits should include a personal locating beacon (PLB), see 10.3.2.c.
6.9.6 Aircraft Maintenance for Long-Term Operations
a. Where continuous airworthiness programs have been published by the manufacturer, aircraft should
be maintained in accordance with those programs (in addition to the requirements of Paragraph 4.4.1).
b. Engine trend monitoring programs should be implemented for all single engine aircraft. In the
absence of other guidance, a program similar to that described in FAA Advisory Circular 20-105B should be
considered.
6.9.7 Passenger - Crewmembers
a. Passengers should normally not be carried during aerial surveillance operations, unless they are
performing work related to the flight. In such case, they should be considered "crewmembers", if not in
contravention to local regulations. The following guidelines should be followed:
b. The crewmembers should be briefed on their responsibilities by the pilot.
c. The pilot-briefing, in addition to the items noted in Section 3, should include as a minimum the items
below:
1) Primary responsibility of the crewmember is to observe.
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2) The crewmember when not occupied with survey duties should maintain visual surveillance for
hazards and advise the pilot accordingly.
3) A map briefing, pointing out all known hazards.
4) The minimum altitude for the flight.
d. It is recommended for long-term pipeline patrol operations using single pilot aircraft, where daily flight
times exceed 2 hours that a dedicated observer is used for the surveillance flights. A dedicated observer
should also be used when times are less than 2 hours if a portion of the patrol includes flight over or near
large cities, and / or includes flight in congested airspace.
e. Dedicated observers should receive appropriate initial and recurrent training following a written
curriculum with appropriate testing. Recommended subjects include duties, responsibilities, observation
techniques, radio procedures, and ADM / CRM (see Table 5.6) which if possible should be completed with
the pilot(s) CRM training.
6.9.8 In addition to experience requirements contained in Table 5.5, the following requirements are
recommended for all pilots:
a. Successful completion of a pipeline route check for the route to be flown (unless for a newly
established route).
b. Basic Instrument Experience, including recovery from unusual attitudes.
c. 50 hours in command patrol survey time in the previous six months. Where pipeline patrol is a
secondary mission and the aircraft time being flown on the primary mission exceeds the time above, this time
may be reduced.
d. 10 hours on the contract aircraft type conducting pipeline operations within the preceding 90 days, or
successful completion of a pipeline line check within the preceding 90 days.
6.9.9 The pilot flight and observer duty times maximums and fatigue management guidelines of paragraph
5.1 - 5.3 apply.
6.9.10 Over Water Flights
In addition to the all other requirements, fixed-wing aircraft must also have the following:
a) Multi-engine aircraft only
b) Pilot and trained observer required for all flights
c) HUET trained crew
d) Life jackets worn at all times
e) Aircraft must be equipped with a life raft that is accessible from inside the cabin
f) Airframe mounted ELT
g) Offshore ADIZ flight plan filed for all flights
6.10 FLIGHT IN CONGESTED, HEAVILY POPULATED or INDUSTRIAL AREAS
6.10.1 When operating single engine aircraft, or multi-engine aircraft unable to sustain flight on one engine,
pilots should select a flight path that best affords the opportunity to conduct a safe emergency landing, and
avoid damage to third parties or facilities on the ground.
6.10.2 Operators should designate the preferred flight path to be used if flights are conducted routinely over
the same congested area.
6.10.3 If flights are routinely performed in areas of congested airspace such as metropolitan areas or near an
airport / heliport, installation of collision avoidance systems and high-visibility strobes and pulse lights are
recommended.
6.11 OPERATOR STANDARDS
6.11.1 General: Each Operator should establish Standard Operating Procedures (SOP) or Operations
Manual procedures to be used by the aircrew in the performance of their duties to include but not limited to
cockpit procedures, automation policy, and crew responsibilities. Operators should be sufficiently concise in
delineating such procedures so as to promote the early recognition by aircrew of deviations from
standards. Flight Data Management (FDM) or Flight Operations Quality Assurance (FOQA) programs must
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be used to monitor trends regarding these procedures. The Operator shall have a pre-departure risk
assessment process in place in which the pilot is required to complete a Pre-Departure Risk Assessment
Form in which flight risk parameters are evaluated and scored. Anytime is flight is assessed outside the
“routine” range, the pilot will be required to get a pre-departure approval from the operator’s Operations. This
program will be written and documented for each flight.
6.11.2 Sterile Cockpit: Each Operator should establish a "sterile cockpit" rule covering as a minimum,
restriction of unnecessary conversation, and administrative paperwork, and use of portable electronic devices
(PEDs), inclusive of electronic flight bag (EFB) (see guidance at 6.11.6), paperwork during flight below key
altitudes, and certain phases of flight or ground operations. Operator’s Flight Operations Quality Assurance
programs should include review use of and reinforcement of these rules.
6.11.3 Flight Operations Profiles: Operators should establish flight profile guidance in their Operations and
Training Manuals / Checklists for critical phases of flight operations (inclusive of taxi, take-off, cruise, and
landing). As part of this flight profile guidance, operators should develop procedures for the use of stabilized
approach procedures for all flights. Detailed guidance is available from several regulatory authorities for
review as necessary. These procedures should be based on the following requirements, or equivalent, which
defines when an approach is considered stabilized:
a. The aircraft is on the correct flight path and the correct navigational data has been confirmed as
entered into the navigation system for final approach to the desired airport, heliport, or helideck and the
aircraft is stabilized for the approach.
b. Only small changes in heading / power are normally required to maintain the correct flight path, unless
the environmental conditions on a particular day may require power changes larger than normal.
c. The aircraft is in the correct landing configuration.
d. The sink rate is no greater than 750 feet per minute for both helicopters and airplanes upon arrival at
the altitudes prescribed in “f.” below, or as recommended by the manufacturer. If an approach requires a sink
rate greater than 750 feet per minute, a special briefing shall be conducted.
e. All briefings and checklists have been completed, except for the final landing check.
f. All flights shall be stabilised by 1000 feet above landing elevation in IMC and by 500 feet above
landing elevation in VMC, unless the following flight profiles are in use:
1) For helicopters where the transit height is less than 500 feet above landing elevation, the
aircraft should be stabilised by 300 feet AGL and 60 knots ground speed above the landing
surface before committing to continue the approach.
2) For some operations, such as seismic work involving a high level of low altitude external load
operations and remote landing sites where it is necessary to complete an overhead flight
reconnaissance before landing the typical profile may require modification by the operator.
g. Anytime an approach becomes “un-stabilized” (out of compliance with the above guidelines) a go-
around / missed approach should be executed immediately, unless the operator has established a limited
number of deviation protocols that can be safely used to return to the stabilized profile.
h. Once the approach minimums (altitude, time, etc.) are achieved, the correct airport, heliport, and
helideck is to be confirmed as part of the before-landing check.
6.11.4. FDM, FOQA, HOMP or HFDM: FDM or FOQA [included by reference is HOMP, Helicopter
Operations Monitoring Program] supports an operator’s safety program by providing the means to closely
monitor adherence to flight standards through download and analysis of information gathered using flight
data recorder parameters. The flight data is analyzed for hazard and threat identification against the
operator’s prescribed flight parameters and then managed and mitigated where possible to closure through
the FDM process. Operators should establish a FDM or FOQA program that addresses the complexity of its
operation and promotes safe flight and should contain the following elements:
a. Prescribed frequency of data download and analysis is established, with daily download
recommended.
b. Procedures for reviewing the list of any alerts or exceedances that are generated from the download
analysis.
c. The operator should establish a process to validate any alerts / exceedances.
d. Once the alert / exceedance has been validated, the operator should have a plan to mitigate the
events when possible.
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6.11.5 Aircraft Checklists and Use

a. Appropriate checklists should be used during all phases of flight.
b. If the reading of a checklist is interrupted for any reason, or a checklist item is not completed, then the
entire checklist should be restarted. This does not preclude holding the checklist at a certain point prior to
completion.
c. Multi-Crew Operations
1) Crewmembers should perform checklist duties by challenge and response where appropriate.
2) Checklist should be written in both expanded and abbreviated form.
3) Each checklist for dual piloted aircraft should define which crew member issues the challenge and
which gives the response.
4) For helideck operations, Operators should ensure flight crews are familiar with helideck status lights
and should consider incorporating a deck confirmation Challenge / Response item into their
helicopter landing checklist. Crews should have available and utilize helideck plate information to
very identity of the correct helideck prior to landing. For more information on Helideck Information
Plates refer to HASC RP 164 Standardization of Helideck Information Plates.
d. All checklists should be dated or a Revision / Issue number annotated. The checklist should be
correlated periodically with that of the manufacturer to ensure continued relevance.
6.11.6 Electronic Cockpit Devices (commonly referred to as electronic flight bags – EFB), see definitions
which includes use of personal electronic devices (PED).
a. Prior to any type of EFB being authorized for use on contracted aircraft, operators should establish
written procedures / policies for use of EFBs in the cockpit which should include defining limits on type of
EFBs allowed, use of pads, restriction to use of pads, when they can be used during flight operations,
management of software revisions, regulatory requirements, procedures to follow in the event of EFB failure,
etc.
b. The policy should provide guidance on the type(s) of devices or EFBs that can and cannot be used by
operator personnel. The policy should include company and / or regulatory restrictions to the use of any
devices or EFBs, such as appropriate use during preflight, flight, and post flight operations, use during night
or IMC conditions, and procedures to follow in the event of EFB battery failure, screen malfunction, loss or
breakage, etc. Operators should emphasize safety throughout all regimes of EFB use.
c. The operator’s policy should ensure standardization in the selection and use of EFBs, applications,
publications, manuals, and data processing programs.
d. Measures shall be established to ensure the most up-to-date data is available for use (specifically if
the EFB is utilized in place of paper charts, approach plates, etc.), to ensure the management of software
revisions, and to ensure the operator policy and practices stay current with continually emerging regulatory
requirements.
e. The written policy should emphasize the importance of maintaining “eyes out of the cockpit” vice
looking at the device and stress that undisciplined use of these devices has potential safety risks.
f. These procedures / devices should be reviewed / approved by the local regulatory authority as
required.
g. As part of the implementation for use, Operators should complete a Management of Change Risk
Assessment including review of the inherent hazards of introducing new technology in a cockpit (such as
these devices tend to keep the crewmembers “heads down”), and items in paragraph above.
h. The use of the EFBs and pilot usage should be documented and included in the written initial and
recurrent training programs. Quality Assurance Programs should include proper review processes to ensure
the device software is current and up to date.

6.12 TETHERED BALLOONS AND LIGHTER THAN AIR AIRCRAFT OPERATIONS

6.12.1 Tethered Balloons: It is highly recommended to consult an Aviation Advisor prior to
commencement of this type of operation. The following guidelines should be implemented / considered
to ensure the safety of the operation and of the potential low-level aircraft operations:
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a. Balloon altitude not to exceed 400 feet (do not confuse with cable length).
b. Strobe light to be placed along with hi-visibility streamer at each 50 feet of cable length.
c. Issue initial and update NOTAM (update at least daily with expected lat / long positions).
d. Vessel location tracking via [Link] (For the U.S) or other satellite method (for
long-term uses consider adding a transponder to the balloon).
e. Recommend operational standoff distance from platforms and other vessels of ½ mile.
f. Ensure operation is addressed in ERP and area contact information has been updated.
g. Establish Go / No-go balloon deployment criteria.
h. Do not deploy during inclement weather (1000’ ceiling / 3SM visibility), periods of no use, or
strobe light failure.
i. Monitor local applicable radio frequencies.
j. Remote controlled cut-down (deflate) device.
k. Conduct risk assessment to include mid-air collision with balloon or wire and inadvertent release
(cable break) of balloon.
6.12.2 Lighter than Air Aircraft including New Technology Lifting Bodies:
a. Examples include Lockheed Martin’s Hybrid Airship P-791 and Hybrid Air Vehicles’ HAV-3.
b. As of date of this AOG, vehicles are conceptual and are not in production or certified by the applicable
CAA. Any projects or questions related to these aircraft should be directed to Aviation Services.
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SECTION 7 – ADDITIONAL OPERATIONAL CRITERIA – HELICOPTERS ONLY

7.0 OFFSHORE HELICOPTER OPERATIONS
7.0.1 Helicopter Operations to Vessels
a. All helicopter operations to vessels should be conducted in accordance with the guidelines contained
in the International Chamber of Shipping (ICS), "Guide to Helicopter / Ship Operations".
b. Where variances or waivers to this document are sought, qualified aviation personnel should be
involved in the process.
c. Helicopters should be equipped with FM radios that are compatible with marine bands or alternatively
vessels equipped with VHF air frequencies.
d. Helicopter / tanker operations, including landings and departures should not be conducted unless the
following conditions are met:
1) The pilot has positive communications with the bridge of the tanker.
2) For vessels taking on product and not equipped with an Inert Gas System (IGS), a risk assessment
should be conducted that demonstrates air operations can be conducted safely or otherwise
identifies operational restrictions necessary to maintain safe operations.
3) For vessels equipped with an IGS, simultaneous loading / transfer of product and landings by
helicopters may take place provided:
i. the HLO / Radio Room Operator ascertains that the system is operating prior to
authorizing a landing; and,
ii. the HLO / Radio Room Operator (or designee) also maintains a watch on the
indicating system during air operations; or,
iii. in lieu of i-ii above, a visual, status-indicating system is visible to the pilot while
conducting air operations.
e. Additional requirements are listed in Paragraph 7.0.4.
7.0.2 Floating Production and Storage Offload (FPSOs) Operations
a. Operations to vessels permanently moored as offshore oil storage and transfer terminals, such as
Floating Production Systems or Floating Storage and Offload Operations (FPSO), should use the same
procedures and criteria for helideck requirements used for floating helidecks (Paragraph 7.0.4).
b. Some FPSO structures may have high rates of pitch, roll, and heave and special operating and / or
weather reporting procedures developed in coordination with the helicopter Operator may be required (see
Paragraph 7.0.4 and 8.0.5).
c. Additional helideck design criteria may have to be considered and Aviation Services should be
consulted early in the design process (Paragraph 8.1). These criteria include but are not limited to the
following: approach and departure access, obstacle clearances from existing superstructure, and the
positioning of the helideck to minimize effects of the ship's pitching motion.
7.0.3 Helideck Operations
a. The Operator is to have detailed procedures outlining approach and departure techniques, operating
limitations, and standard practices for all fixed and floating helidecks, inclusive of all aspects of night
operations where appropriate.
b. Helicopters should be flown to minimize exposure time over the helideck edge.
c. Helicopters being shut down on slab sided helidecks when adverse weather is anticipated should be
parked so helicopter rotor blades do not overhang the helideck edges.
d. Wheel chocks shall remain in place when rotors are in motion (wheel-equipped helicopters) to prevent
unintentional movement in the event of inadvertent brake release. On decks equipped with nets, sandbag
chocks must be used.
e. All manned offshore facilities should have radios capable of communicating with the pilots during any
flight operation. When inbound for landing and prior to departure, pilots should request the weather, helideck
status, other as required. The facility should provide the information via radio. Facility managers should alert
response crews as necessary and maintain radio watch while helicopter operations are being conducted.
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f. Helideck nets should not be used in operations using helicopters with skids as it presents a snagging
hazard.
7.0.4 Weather Limits and Reporting
a. Paragraphs 6.0 and 7.1 provide offshore weather limitations and procedures to be followed for
adverse weather. Additionally, for pitch, roll, heave period, and other weather limitations or guidelines, see
Definitions section. Generally accepted industry maximum guidelines for pitch, roll, and heave limitations are
shown below, but Operator's may have more stringent requirements and shall be followed. The following
chart defines the maximum limits for helideck movement:

Floating Helideck Category1,3,5

1 – Large Vessels, Semi Subs, 2- Small Vessel with Stern or Mid- 3- Small Vessel with Bow
Helicopter
Condition FPSO, TLP and Spar Facilities, Ship Helideck Helideck
Category
Tankers

P/Ro INCo SHR P/Ro INCo SHR P/Ro INCo SHR

Day ±3.0 3.5 4.3 (1.3) ±2.0 2.5 3.3 (1.0) ±2.0 2.5 3.3 (1.0)
A

Heavy / Heavy Night Semi ±3.0 3.5 3.3 (1.0) Not Applicable Not Applicable
Medium Subs4
Helicopters
Night Other2 ±2.0 2.5 3.3 (1.0) ±2.0 2.5 1.6 (0.5) No Operations

B Day ±4.0 4.5 4.3 (1.3) ±3.0 3.5 3.3 (1.0) ±3.0 3.5 3.3 (1.0)

Medium / Light
Night Semi ±4.0 4.5 4.3 (1.3) Not Applicable Not Applicable
Twin / Single
Subs4
Engine
Helicopters Night Other2 ±3.0 3.5 3.3 (1.0) ±2.0 2.5 1.6 (0.5) No Operations

Key P/R = Pitch and Roll (Degrees), INC = Inclination (Degrees), SHR = Significant Heave Rate is feet (meters)/sec

Helicopter Category A = Heavy and Medium Heavy Helicopters with a MTOM greater than or equal to 17,600 pounds (8,000 kg), such as S92, EC225,
EC332, AW189

B = All Medium. Light Twin and Single Engine Helicopters (not included in A) with a MTOM below 17,600 pounds (8,000 kg)

Helideck Category 1: Semi-submersibles including floating jack ups and all large vessels including FPSOs, SPARs, TLPs, and tankers.

2: Small vessels, e.g. Diving Support (DSV) and seismic vessels, with a helideck that offers good visual cues. This would normally
be a stern or mid-ships deck offering view of the structure of the vessel through at least 90° (assuming the vessel is steaming more
or less into wind).

3: Small vessels with poor visual cues, such as a bow deck or a deck mounted above the bridge superstructure with the landing
direction facing forwards (bow deck) or abeam (high deck).

NOTE(S):
1. For tanker mooring buoys (whose deck movement is measured by inclination rather than pitch and roll) the
inclination limits are ±2° by day and ±1° by night regardless of aircraft category.
2. Floating Production Storage and Offloading (FPSO) night operations use “Night Other” limitations
3. The operational limitations for helicopter operations to mono-hull vessels with helidecks greater than or equal
to eighty (80) feet above sea level are more restrictive than the chart above, may vary by helicopter model, and
prior to operation to such vessels, the Operator shall be contacted for relevant guidance.
4. Tension Leg Facility (TLP) and Spar night operations – use “Night Semi Sub” limitations
b. Measurement of Pitch, Roll and Heave (PRH)
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1) A method of measuring PRH should be available and a means provided to transmit that data to flight
crews prior to landing. The accelerometers for such measurements should be located as close to
helideck level and centerline as possible to provide accurate readings. The accelerometer readings
may be processed by sophisticated software that can produce accurate helideck level
measurements of PRH regardless of the accelerometer location. Provided the system is
operational, and these calculations can provide accurate output of the helideck PRH movements,
they may be used for pilot information.
2) More sophisticated systems are capable of providing a calculated Measurement of Motion Severity
(MMS) of the facility and a Motion Severity Index (MSI) which is the maximum expected value of the
MMS expected over the next 20 minutes. These systems must also measure the helideck
inclination (HI), and calculate the relative wind direction (RWD), and Wind Severity Index (WSI).
3) If the PRH measurement system is capable of recording accurate helideck movements for at least
twenty (20) minutes and can calculate the average heave rate, then less restrictive limits than those
indicated in the chart above may be applied to specific floating facilities. Such variances must be
allowed in the local operator's Operations Manual, and be documented in the local helideck
operating procedures / diagrams and facility helideck procedures. Aviation Services should be
consulted for relevant guidance before the variances are implemented.
c. When a vessel / facility provides a ‘Green Deck’ and subsequently the helicopter lands, the intention
is for that vessel to maintain the existing heading while the helicopter remains on the deck. The monitoring
station providing deck motion limits and wind data must be manned during the entire time the helicopter is
operating on the deck or is on the deck without being fully tied-down.
d. The facility is to inform the helicopter crew immediately by radio if any of the following occurs: the
vessel / facility goes off heading by 10 degrees or more; there is a vessel / facility or station keeping /
handling problem; pitch, roll or, heave exceeds the limits in the Table above; a significant change in the
relative wind of 30 degrees or more; or there is any other abnormal event.
e. The operational limitations for helicopter operations to mono hull vessels with helidecks greater than
or equal to eighty (80) feet above sea level are more restrictive than the chart above, may vary by helicopter
model, and prior to operation to such vessels, Aviation Services should be contacted for relevant guidance.
f. Deck Limitations are not applicable for takeoff from the helideck.
7.0.5 Offshore Flights
a. Daytime flights offshore should be scheduled so that the helicopter departs no earlier than 30 prior to
official sunrise and is landed no later than 30 minutes after official sunset either on an offshore facility or an
onshore airbase. Daytime is considered to be the period starting 30 minutes prior to official sunrise and
ending 30 minutes after official sunset.
b. Daytime flights offshore where a ditching prior to darkness would limit the ability to provide a rescue
within the anticipated occupant survival time should be further reduced in duration to allow for appropriate
response.
c. All offshore night flights should be flown in an IFR certified multi-engine helicopter described in
paragraph 4.7.4, with two IFR current pilots meeting the requirements of Table 5.5. The following procedures
and guidelines apply:
1) All offshore night flights should be flown to full IFR procedures, including any onshore segments,
and takeoffs and landings.
2) Standardized Operating Procedures (SOPs) should be developed by Operators detailing all aspects
of night operations, including issues associated with arrival and departure techniques, aircrew
training and emergency procedures.
d. Night flights offshore should not be conducted for purposes other than life threatening emergency
unless an acceptable Risk Analysis (RA) for night flight has been completed as follows:
1) Aviation Services should be invited to participate in the RA and review the draft of findings before
issuance of a final report, and
2) The RA should at the minimum consider the existence, availability, and effectiveness of available
night SAR services, response times, and survival times of personnel given environmental conditions
and mitigating measures provided (survival suits, etc.). It is expected that dedicated night search
and rescue helicopters with full night hoisting capability would be available.
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e. Not included in the exclusion in Paragraph “d” above is pilot training at offshore locations at night,
which is considered essential to maintaining personal and crew competency (Table 5.5).
1) Aviation Advisors assessing crew competency may be carried during night training missions
provided it is permitted within the regulatory framework. No other passengers are allowed on the
night training flights.
2) Night training flights should not be conducted to unmanned facilities.
7.0.6 Pilot Flight / Duty Times Maximums and fatigue management Paragraphs 5.1-5.3 apply.
7.0.7 Survival Kits
a. Each helicopter should be equipped with a suitable overwater survival kit. See Paragraph 10.4.1 for
additional details.
b. In single piloted helicopters, it is preferable to have the survival kit located in the front seat area where
it can be easily accessed by the pilot and / or front seat passenger.
7.0.8 Minimum Offshore Fleet Size:
As a minimum, unless acceptable levels of locally available search and rescue (SAR) can be demonstrated,
offshore aviation operations should consist of three helicopters. If only two helicopters are provided and one
becomes unserviceable, and no local SAR exists then the one remaining aircraft cannot fly offshore. With
three helicopters, one may be unserviceable and the other two are still available to provide support.
7.1 OFFSHORE HELICOPTER ADVERSE WEATHER OPERATIONAL LIMITATIONS
7.1.1 See paragraph 6.0.5 for general planning guidance for adverse weather.
7.1.2 Among the factors that should be considered in determining if flights should be performed in adverse
weather, (in addition to those listed in Paragraph 6.0.5), are the following:
a. Safe movement of passengers and operation of the helicopter on the helideck.
1) Assign helideck assistance as necessary.
2) Consider changing passengers out 1-1, 2-2, etc.
3) Consider use of helideck rope from stairwell to adjacent to helicopter (do NOT tie the rope to the
helicopter).
4) Brief passengers on special helideck procedures.
7.1.3 When conditions broadly reach any of the criteria listed below, and those shown in 6.0.5.c, the situation
may be considered to have reached the "Adverse" level, where Affiliate Company Review / Intervention may
be justified (see Chart 7.4).
a. Wind speed 53-59 knots
1) Suspend flights to unmanned structures.
2) Implement special passenger handling procedures (Paragraph 7.1.2 above).
3) Advise inbound flights of weather conditions.
4) Implement Search and Rescue (SAR) procedures for adverse weather.
b. Significant Wave height above 5.5 meters, but less than 7.0 meters.
c. Weather less than 600-foot ceiling and 3 miles visibility (see Table 6.0.3). IFR capable helicopter and
crew required.
d. Pitch, roll, and heave exceeding the guidelines in Paragraph 7.0.4 for floating offshore structures or
the limitations in the helicopter Flight Manual or Operator’s Operations Manual, if more restrictive.
e. Flights in this zone are normally performed only with multi-engine helicopters.
f. At this stage, the helicopter crew is expected to indicate that Precautionary Limits have been reached,
advise the Affiliate Local Aviation Contact. Jointly, they should reach agreement on whether to continue or to
delay flights.
g. The Company supervisor responsible for operations should review all proposed helicopter operations,
to determine whether such flights are essential to meet Company objectives, or should be delayed. In
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addition to the items listed in 6.0.5.c., Affiliates should also consider the delaying flights to unmanned
structures.
h. Where a number of the criteria above exist simultaneously or if the flights will be at night, the
supervisor should assume that the risk level will be higher.
7.1.4 Only emergency operations should be attempted when conditions reach those shown in 6.0.6 and
those indicated below. See Chart 7.4.
a. Snow or ice accumulation on the helideck.
b. Sea-spray blowing across helideck.
c. Significant Wave height above 7.0 meters or if the sea state at the offshore location that the helicopter
is operating to / from exceeds the certificated ditching performance of the helicopter.
d. Pitch, roll, and heave on floating structures exceeding the limitations for helicopter operations as listed
in 7.0.4.
e. Flights in this zone are normally performed only with multi-engine IFR capable helicopters and dual
IFR qualified pilots.
f. At this stage, the helicopter flight crew is expected to indicate that guideline limits have been reached,
and all flights should be delayed, except for life-saving flights.
g. Qualified medical advice should be sought before launching an emergency flight for medical reasons,
in order to establish that the risk facing the patient exceeds the risk to the helicopter and crew.
h. Platform supervisor considers helideck unsafe for personnel for routine operations.
7.1.5 Chart 7.4 is designed to assist local Aviation Contacts and managers in decision making during adverse
weather. Chart 4.10 is provided to assist in determining Hostile versus Non-Hostile environments. These are
not intended to be the sole determining factors. Comprehensive knowledge of local environments is also vital
in making informed decisions.
7.2 WINCHING (HOISTING) OPERATIONS
7.2.1 Winching personnel to / from vessels by helicopter for crew changes or other associated routine vessel
activities should be conducted in accordance with the International Chamber of Shipping (ICS) Guide to
Helicopter / Ship Operations. Each Operator undertaking winching operations for the Company should
ensure that vessel personnel involved in the operation are cognizant of the procedures contained in the ICS
guide.
7.2.2 Emergency winching of personnel via helicopters should be performed using the guidelines in the
approved Operations Manual.
7.2.3 Night emergency winching should not be conducted unless the helicopter is properly equipped with
items such as auto-hover over water and the crew (including Hoist Operator) is trained and current as
outlined in their company Operations / Training Manual.
7.2.4 Helicopter Performance
a. For all winching operations, the Operator should use twin-engine helicopters capable of HOGE OEI in
the atmospheric conditions that exist at the time winching is conducted. Exceptions may be considered only
in life threatening emergencies and training if:
1) Authorized by the CAA, and;
2) The Operator has established alternative crew actions for an engine failure that minimizes the risk to
occupants, personnel on the vessel, and on the winch line, and;
3) Each person onboard the aircraft is in agreement to conduct the operation, and;
4) The vessel or facility has been notified and agreed to the conditions.
b. In calculating performance limitations for HOGE OEI, no credit should be taken for forecast wind
unless it exceeds 10 knots, in which case 50% of the forecast wind may be taken into account. Calculations
must include the weight on the winch and the person being winched.
7.2.5 Operational Procedures
a. The helicopter should have an approved Flight Manual Supplement outlining the operation, limitations,
and emergency procedures of the helicopter and hoist during hoisting operations.
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b. The helicopter Operator should have an approved Helicopter / Ship Operations Manual or Operations
Manual Supplement outlining the following:
1) Responsibilities of crewmembers.
2) Equipment standards.
3) Preflight responsibilities.
4) Weather limitations.
5) Communications.
6) Procedures at winching area.
7) Approach and departure procedures.
8) Emergency procedures.
7.2.6 Personnel Criteria
a. The Operator should establish a written training program and minimum qualification criteria for hoist or
winching operations. The program should cover all items in the preceding paragraph 7.2.5.
b. All personnel assigned to the hoisting task shall have an initial competency course and thereafter an
annual refresher.
c. Training records should be maintained as outlined in the winch training program.
d. Training programs are also recommended for vessel / offshore structure crews who may be involved
in winching operations.
e. The minimum crew shall be two pilots and one hoist operator.
f. A Risk Assessment should be used to determine if a Down-wire Rescue Person should be provided to
meet mission demands, e.g. handling incapacitated personnel, etc. When provided, these personnel should
be properly trained and certified for the task.
1) For overwater hoisting, Down-wire Persons shall be qualified, and if required by regulation,
certificated as rescue swimmers, when such certifications are established for the jurisdiction.
2) Down-wire Personnel should meet the competency standards as defined in national
regulations/guidance where these exist for the task(s) demanded, e.g., Rescue Swimmer,
Emergency Medical Technician, etc. Where no such regulations / guidance exist, the standards of
comparable military or para-military positions may be substituted as the mission dictates. In such
cases an Aviation Advisor should be consulted.
7.2.7 Required Equipment and Standards
a. The minimum equipment should consist of the following:
1) Emergency cable cutters (not bolt cutters) to back up the electrically activated cutters.
2) Safety harness for winch man or other assistant.
3) Static discharge equipment (as necessary).
4) Lifting device or basket.
5) Leather gloves.
6) Harness cutting knife (protected edge).
b. Hoists and all associated equipment should be maintained as prescribed in the Operators approved
maintenance program. Maintenance logs should be maintained for the hoist and any lifting devices.
1) Time and / or cycle life limits should be established for the cable and cable cutting squibs.
2) Technical Logs should be maintained to record all hoist cycles and maintenance performed.
c. All bulletins, notices, and directives or maintenance programs published by the manufacturer of the
airframe and the hoist should be on hand and incorporated into the overall maintenance program as
appropriate.
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d. All lifting devices (baskets, straps, personnel harnesses, personnel lifting devices, and any ancillary
associated lifting equipment) that attach to the hoist cable should also be included a maintenance program.
Industry guidelines for external load lifting equipment are noted in Paragraph 7.3.5.
e. Hoists for helicopters should have a status sheet which defines upcoming maintenance requirements
(equivalent to an aircraft status sheet) that is reviewed monthly and updated accordingly.

7.3 EXTERNAL LOADS

7.3.1 General Guidelines
a. For external load operations, guidance of the assigned Aviation Advisor should be obtained prior to
commencing operations.
b. A clear area should be established for 50 meters (165 feet) surrounding the load hookup / unhook
area when descending below tree top level.
1) Only personnel working directly with the helicopter loads should be allowed inside the area.
2) No personnel should be allowed directly under the load, and tag lines should be handled with
care.
3) This area should provide space for a safe approach / departure path into the current wind.
c. Flights with a load should avoid areas where a dropped load could cause third party damages.
d. Passengers may not be carried during external load operations.
e. If passengers are carried without a load, aircraft should be equipped with seats and passenger
restraint equipment, and the operation should comply with all requirements of AOG, Section 3.
f. Positive continuous communications and flight following should be maintained with the helicopter
either by the ground support crew or designated flight following personnel.
g. All loads should have accurate weights provided before the loads are carried. For standard repetitive
loads, the contents of the load should be accurately weighed or the weight provided prior to the start of the
job.
h. Operators should have a published procedures manual for external load operations.
i. Night external loads are not permitted.
7.3.2 Long Line and Short Line
a. The term “long line” implies use of cables in 50 feet in length or greater, the helicopter is operating out
of ground effect, and the primary vertical guidance is the vertical reference technique in which the pilot
maintains direct visual contact with the external load.
b. The “short line” is any cable length equal to or less than 50 feet using horizontal referencing by the
pilot.
7.3.3 Helicopter Performance
a. External load operations should only be conducted in a helicopter for which a supplement to the
aircraft flight manual, specifying operating criteria, has been approved.
b. In calculating performance limitations for HOGE OEI, no credit should be taken for forecast wind
unless it exceeds 10 knots, in which case 50% of the forecast wind may be taken into account.
c. When using single engine helicopters, calculate the maximum load available by referencing the HOGE
performance chart for that density altitude, and then reduce the amount of the load by 10%.
d. In congested, built up areas, the helicopter’s OEI should be such that HOGE is achievable without the
load attached.
e. Where appropriate, use of multi-engine helicopters is preferred over single engine.
f. Helicopters used for external loads should have engine trend analysis recorded and reviewed on a
daily basis by technical staff.
7.3.4 In addition to the minimum equipment specified in AOG and when available for the helicopter model,
the helicopter should be equipped with the following:
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a. External mirrors, to enable unobstructed view of the cargo hook area.

b. Manual and electrical release (cockpit) and external release (hook).
c. Fuel Low Level warning light.
d. Remote torque gauge, remote fire warning and caution lights (Long Line), if approved for the aircraft
model.
e. Incorporation of a load meter with remote indicator, unless all loads are known to have accurate
weights (Long Line).
f. Bubble windows should be installed for the Pilot and / or, if approved, for the aircraft model, the doors
may be removed.
g. If available for the aircraft model, when single-engine helicopters are used, the installation of an
engine-monitoring device is recommended.
7.3.5 Lifting Equipment Standards
a. General:
1) Slings, rigging hardware and other items of lifting equipment (inclusive of ancillary items such as
personnel harnesses, baskets, etc.) should be manufactured in compliance with recognized international
or national standards meeting as a minimum the guidance in this section.
2) The actual load on a sling will depend on the configuration in which it is used. Only for single (vertical)
sling configuration should the load on the sling equal the weight of the load attached. The effective
weight of the load will increase during acceleration and banking. Slings with a diagonal or slant
configuration (e.g., a four point attachment to a basket) will be subject to significantly larger forces than
the actual weight of the load.
3) Nylon straps or netting: only certified straps and netting may be used to connect a load to the steel
cable. Nylon or polypropenol ropes should not be used in place of a steel cable, due to the hazards
associated with stretch and elastic failure when carrying loads.
4) The shackles and swivels used to connect a cable to the aircraft are to conform to specific aircraft flight
manual regarding the diameter of the shackle rings and their use with respective hook types on the
aircraft.
5) Any modifications to equipment must be approved by the manufacturer.
6) American Society of Mechanical Engineers (ASME) Standards (most current version of each listed
below) offer useful guidance:
i. ASME B30.9: Slings - Chapter 9-2 Tables for calculating loads on slings of different types
and in various configurations.
ii. ASME B30.12: Handling Loads Suspended From Rotorcraft.
iii. ASME B30.20: Below-the-Hook Lifting Devices.
iv. ASME B30.26: Rigging Hardware.
b. Lifting Equipment Design and Limits:
1) Working load limit (WLL): WLL is the maximum working load (or force) a product is authorized by
the manufacturer to support when the pull is applied in-line, unless noted otherwise, with respect to
the centerline of the product. For helicopters, the WLL of any item of external lifting equipment
should be equal to or greater than the maximum lifting capacity of the cargo hook.
2) Design Breaking Strength (DBS): The DBS (also called minimum breaking strength) is the load at
which a new or unused rope, cable or structural strand could be expected to break when loaded to
destruction in direct tension. Field use of lifting equipment results in varying types of forces / factors
which may cause lifting equipment to fail at much reduced loads. Accordingly, the WWL of any rope
is much lower than its DBS.
3) Design Factor (DF): The DF is the ratio between nominal or minimum breaking strength and the
rated capacity (WLL) of a component (sling, rigging hardware, etc.) as provided by the
manufacturer. The DF is sometimes referred to as the “safety factor”. Lifting equipment such as
wire rope, straps, slings, shackles, and swivels should have a DBS five (5) times the rated WLL (a
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DF of “5”). Synthetic fiber rope and slings require a higher safety factor and DF of “7” as synthetic
materials are more vulnerable to the environmental conditions.
4) Proof Testing (PT): Proof Testing is nondestructive load test made to a specific multiple of the WLL
of a component. After manufacture, all items should be Proof Tested to twice the WLL by the
manufacturer or test facility. Proof Test certificates are to be retained until the item is scrapped and
should provide the WLL, DF or DSB, and the PT results.
5) Practical Application: The table below provides a practical example for use of working loads, design
and minimal testing results for the lifting equipment. In this case, a helicopter has a cargo hook with
a maximum rated capacity of 4,000 pounds and will be lifting seismic drills weighing 1,850 pounds.

Minimum Working Design Design Proof

Load Limit (WLL) Factor Breaking Testing (PT)
Note - all numbers Strength (DBS)
represent pounds (DF)

Lifting Item WLL (Hook Per AMSE WLL x DF 2 x WLL

capacity+)

Chain slings and 4,000 4 16,000 8,000

components

Wire rope / sling and 4,000 5 20,000 8,000

shackles

Synthetic fiber long lines 4,000 7 28,000 8,000

c. Identification and Tagging

1) The manufacturer shall identify slings initially. The user shall maintain the sling identification during the
life of the sling. Replacement of the identification shall be considered a repair to be completed by the
manufacturer or person / organization approved in accordance with recognized standards.
2) All cables, slings and straps should be tagged or marked to show the name or trademark of
manufacturer and the swaging collar embossed with:
i. A reference number.
ii. Rated load limit (WLL). Note: Some countries may use SWL or “rated capacity.”
iii. Diameter or size, and length.
iv. Date of next formal inspection.
3) All other lifting items should be stamped or marked to show a reference number, and WLL
4) If it is not practical to mark the required items, a suitable color code should be used.
d. Maintenance Program:
1) An appropriate maintenance program should be developed for all items, which provides a traceable
record of load testing and inspections (see par. e. below). These programs shall incorporate any
requirements from the original manufacturer.
2) A useful tool for this is a ‘Sling Register’ in which a full inventory is kept of all slings and other lifting
equipment as well as the type of attachments and shackles etc., in use, documenting age, date put into
service, inspection and replacement cycle and dates and where appropriate, maximum wear allowed.
e. Inspection Schedule
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1) Daily: All lifting equipment (cables, straps, baskets, swivels, clevises, carousels, bag runners,
etc.) should be visually inspected by the Operator’s appropriately qualified personnel each day
or shift when in use. These inspections should be documented and will record any equipment
removed from service.
i. Equipment that remains overnight in the field should be inspected on first occasion on
return to base camp or staging area.
ii. All lifting equipment should be inspected for any signs of wear beyond established limits,
fraying, bird-caging, corrosion, kinks, or deterioration should result in those items being
rejected for further use.
iii. Discoloration of synthetic materials should be investigated as this could be a sign of
chemical contamination or overheating, causing weakening of the materials.
iv. Unserviceable equipment should be clearly marked as unserviceable and placed in a
quarantine area separate from serviceable equipment.
2) Annual: A complete inspection for damage should be completed annually as a minimum by the
Operator’s designated and appropriately trained person. All lifting equipment and detailed
records should be maintained for that inspection. These annual inspection intervals may need
to be shortened based on the following:
i. Frequency of equipment use. For equipment in constant use, it is recommended these
inspections be done every six (6) months. For severe service (normal service coupled with
abnormal operating conditions) – monthly to quarterly, depending on conditions and use.
ii. Severity of service conditions and nature of lifts being performed.
iii. Operator experience gained on the service life of slings used in similar circumstances.
7.3.6 Personnel Protective Equipment
a. Flying helmets, manufactured to appropriate industry standards, must be worn by Pilots for all external
load operations using single-engine or multi-engine without OEI performance.
b. Ground crew should wear hard hats complete with chinstraps, goggles, hearing protection, and gloves
if handling steel cables.
c. Distinctive colored vests should be worn by ground personnel to designate specific tasks being
performed.
7.3.7 In addition to requirements contained in Table 5.5 of the AOG, the following experience requirements
are recommended for all aircrew conducting operations where external loads will be routinely performed.
a. 300 hours external load operational experience, or 300 hours long lining operations, whichever is
applicable.
b. Three hours of external load operations in the preceding 90 days on aircraft type in role representative
conditions. Alternatively, long line / external load base check with an approved Check Captain in preceding
90 days.
7.3.8 The pilot flight and duty time maximums and fatigue management guidelines of Paragraph 5.1. - 5.3
apply.
7.3.9 Ground Crew Operations
a. The Pilot- in-Command of an aircraft engaged in external load operations is responsible for ensuring
all personnel involved in the operation are suitably briefed on a daily basis and all company specified
precautions are in place prior to starting flight operations.
b. The Pilot briefing should include the lift plan, safety procedures, emergency route of egress from
under the helicopter, and the hazards inherent with external load operations.
c. The Hook- up Person should be the only person allowed under the helicopter during hook up.
d. Pilots should immediately notify Company personnel anytime questions arise concerning the
experience or competence of the ground crew supporting the operation.
7.3.10 Aircraft Transit
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a. Transit during long line operations with the load or line attached is to be in accordance with limits
specified in the aircraft Flight Manual and Company Operations Manual.
1) During operations where the aircraft is flown with the long line attached but no load, measures
should be taken to reduce the possibility of fouling of the aircraft's dynamic systems and rotors by
the line.
2) These measures should include detailing the requirements for weights to be attached at the end of
the line, nominating safe transit speeds, stipulating maximum angle of bank limits and general
handling techniques.
b. Transit with a short strap and no load attached is not permitted.
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SECTION 8 – AIRBASE DESIGN AND OPERATION

8.0 AIRBASES
Note – The term Airbase includes airports, airstrips, and heliports for purposes of this section. For Helidecks
see Section 8.2.
8.0.1 General:
a. An Airbase is an airport or airstrip (unpaved) used for airplanes and / or helicopters, and heliport
(onshore) only for use by helicopters.
b. All airbases should have a published manual that is kept up to date defining operational, maintenance,
inspection, and emergency response procedures.
c. See 1.5.6 for guidance on third-party use of Company facilities
8.0.2 Airbase Design Reference
a. ICAO Annex 14 titled Aerodromes, Volumes I and II, should be used as the basic reference
documents in all new airbase design considerations, construction or major rework of existing airbases where
no local guidance is available.
b. Additional details are listed in the paragraphs that follow for heliports and airstrips; for helidecks see
Section 8.2.
8.0.3 Airbase Design and Reviews
a. In all cases, an Aviation Services endorsed Aviation Advisor should participate in all preliminary and
final design reviews for Company airbase construction or modification.
b. The airbase design should provide a clear area for a safe approach / departure path into prevailing
winds.
c. Airbase (as defined in 8.0.1 above) Inspection / Review:
1) All airbases and supporting facilities (fuel systems, hangars, fire suppression, passenger
handling areas, etc.) should have an initial safety, operational, and quality assurance inspection
/ review by an Aviation Services endorsed Aviation Advisor. An annual review should be
completed by the Aviation Advisor during the Annual Aviation Safety Review and then another
periodic (approximately 6 months later) should be conducted by qualified Company personnel
and / or the Operator. The affiliate / project should grant access to the airbase facilities and
assist with transport coordination for the Advisor.
2) All manned airbases shall have a daily inspection by the local / facility staff confirming the
facility is safe for operations, all equipment is operable and available, and all systems
operational as necessary, etc.
3) Records of such reviews / inspections and any remedial actions taken should be maintained.
4) See 9.0.2 for fuel-system-inspection guidelines.
8.0.4 Any variation to the design reference should be forwarded to Aviation Services or Company advisory
personnel for consideration as early as possible.
8.0.5 Weather Indicating Systems
a. Wind Indication Systems
1) All airbases should be equipped with a visual wind indicating system that is clearly visible to the pilot
and provides an indication of both wind speed and direction.
2) Windsock systems are preferred over metal flag systems.
3) At any airbase where night or instrument operations may be conducted, the wind indicating system
must be illuminated.
b. In addition to the wind indicating systems above, an airbase intended for VFR operations should be
equipped with a weather station with the following (applies to manned facilities):
1) A temperature gauge, and
2) A barometric gauge, and
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3) A means to provide cloud ceiling height and visibility (either with a trained Weather Observer or
Automated Weather Observation System (AWOS), and
4) A means of relaying this information to the flight crew.
c. For placement of weather observation stations, the following guidance from the FAA may be used
where none is provided locally.
1) One weather station for each area encompassing a radius of 10 miles in radius or less, or
2) Multiple weather stations for larger areas (two AWOS or one AWOS and one other weather station
with a trained Weather Observer may cover field areas covering up to 60 x 80 miles).
3) In any case, for AWOS only stations / areas, there should be a backup capability of a trained
Observer.
d. For areas where IFR or night operations are to be conducted, the weather station must provide all the
items in a – d. above and also the following:
1) The weather observer should be certified via training in an approved weather observation course,
and
2) Consideration should be given to providing AWOS with certified weather capabilities, and Dew point.
e. All equipment should be calibrated annually or as per manufacturer recommendations and maintained
in accordance with manufacturer's instructions.
f. When Certified Weather Observers are required for operations under IFR or night conditions, the
Observers should attend periodic training to maintain certification in accordance with local requirements.
8.0.6 Airbase Emergency Response and Equipment
a. Each airbase should have the equipment and capability to respond to an emergency event, the
potential for which should be determined by a Risk Assessment. Events requiring an emergency response
may include but not be limited to: fire, crash, environmental spill, injury to personnel, etc.
1) Response resources may include those provided by the local community, if confirmed available
within necessary response times.
2) For manned airbases, airbase rescue equipment shall be provided and placed in a crash box
protecting all contents from the elements.
3) For manned airbases, basic firefighting staff should be provided, and for all engine starts a fire
guard should be posted in a readiness position.
b. Required equipment can be found in ICAO 9261-AN / 903 (Heliport Manual) and ICAO Annex 14
Volumes I & II for airports, airstrips, and heliports; and The National Fire Protection Association "NFPA 418
Standard for Heliports", where no local guidance mandates minimal equipment / capability.
c. Periodic equipment inspection schedules should be formulated in accordance with the manufacturer's
recommendations or local regulations, and inspections documented.
d. In absence of local regulatory requirements, the NFPA 418 guidelines listed below should be followed
as a minimum. Airbases should comply with local regulatory requirements, as they may differ.
1) Flammable liquid storage tanks should be located at least 16 meters from the takeoff and landing
area.
2) Landing areas should be sloped to drain flammables and liquids away from passenger access and
egress points.
3) No smoking is allowed on airbases, other than in designated locations.
4) Portable fire extinguishers may be used on unmanned airbases.
5) At least one portable fire extinguisher as specified in the following table should be provided for each
landing area, parking area, and fuel storage area, and the equipment should be tagged with the last
inspection date.

Minimum Ratings of Portable Fire Extinguishers for Heliports:

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Helicopter Overall Length including both rotors*

Category Minimum Rating
(meters, m) (feet, ft)

H-1 Up to but not including 15.2 m (50 ft) 4-A:80-B

H-2 From 15.2 m up to but not including 24.4 m (50-80 ft) 10-A:120-B
H-3 From 24.4 m up to but not including 35 m (79-115 ft) 30-A:240-B
*These metric measurements differ slightly from those in ICAO Annex 14 and the

Helicopter Manual; for equivalent categories, drop the decimal(s).

e. Spill response equipment should be of a type and quantity appropriate to the risk potential, and be
readily mobile to minimize response time.
8.0.7 Foam / Water Systems
a. For long term use / manned facilities a Water / Foam system shall be provided for fire protection to the
landing / parking area. Industry tests indicate that 1% foam induction systems have frequent failures of
finished foam concentrate levels. Foam induction systems capable of 3% product are preferred for new build
or retrofit. Per ExxonMobil Upstream Oil and Gas Company High Learning Value Incident (UOG HLVI No. 1-
2019) firefighting foam systems should be evaluated to ensure conformity to new standards and replaced if
necessary.
b. These systems should be tested in accordance with NFPA 11 or British Standard 5306 or local
national equivalent.
c. Tests should be completed on an annual basis with samples taken from the foam concentrate, from
the produced (after nozzle finished) foam, and from the water. Surrogate foam test, or water equivalency test
may also be utilized, as appropriate.
d. Copies of testing results should be maintained for review.
8.0.8 Non Directional Beacons (NDB)
a. NDBs should have a periodic maintenance program, which includes annual calibration for proper
output based on the specific Manufacturer's published procedures.
b. All NDBs, whether onshore or offshore, should utilize only aeronautical navigation frequencies that
have been assigned by the authorized communications agency of the country of operations. Frequencies
provided from other sources are not to be used for air navigation purposes.
8.0.9 Heliports – Where no local regulatory guidance exists, ICAO Annex 14, Volume II, titled "Heliports"
should be used in all design considerations, construction, or major rework of existing heliports or offshore
helidecks.
8.0.10 For practical application of ICAOs Standards and Recommended Practices, the ICAO 9261-AN / 093
(Heliport Manual) should be used. As a minimum, any heliport or helideck should be sufficient in size to
accommodate the largest helicopter that may use the facility during its design life.
a. Each heliport should encompass at least one Final Approach and Take-Off area (FATO).
b. Each heliport should have a Rejected Take-Off Area (RTOA) to allow for a helicopter landing in the
event of an aborted take-off or return due to malfunction.
1) The length of the RTOA will vary by model helicopter, its gross takeoff weight, and the prevailing
density altitude. These performance parameters are published in the applicable helicopter flight
manual.
2) Where possible, the RTOA should be of paved or compacted surface to sustain the weight of the
helicopter in the event of a run-on landing.
8.1 AIRPORTS AND AIRSTRIPS
8.1.1 Airstrips / Remote Runways
a. In the absence of local regulatory guidance, designers of airports and / or airstrips should use ICAO
Annex 14 Volume I, “Aerodromes”, as the standard reference.
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b. Remote runways / airstrips should be long enough to allow the design aircraft to reach take-off
decision speed (V1), abort, and remain on the runway.
c. Use the design-aircraft performance-data published by the aircraft manufacturer to determine the
minimum length, allowable slope, and other design criteria. If no performance data exists for the aircraft
given the temperature and altitude of the airstrip, then a different aircraft model with suitable performance
criteria should be selected.
8.2 HELIDECKS
8.2.1 Helidecks
a. Design & Review References
1) All new helidecks should conform to the standards of ICAO "Aerodromes" Annex 14, Vol. II, if no
local regulatory guidance exists, and should be designed to accommodate the largest helicopter
anticipated for use during the life of the structure.
2) For Company design guidance, see Global Practice (GP) 25-01-13 titled Planning, Design, and
Construction of Helidecks for Offshore Structures and IOGP / HSAC RP Nbr 161.
3) A criterion for helidecks on ships and mobile offshore drilling unit (MODU) is contained in the
International Maritime Organization (IMO) Manual.
4) Shipboard helidecks such as tankers and seismic vessels should conform to the International
Chamber of Shipping's (ICS) "Guide to Helicopter / Ship Operations."
5) Designated Aviation Advisors should also conduct initial inspections of all new facilities and
inspections of selected existing helidecks on a random basis so that all are checked at a minimum
on a five-yearly basis as a part of the annual aviation safety review per paragraph 1.4. The affiliate /
project should grant access to these facilities and assist with transport coordination for the Advisor.
6) Helideck inspections should include a basic review of the supporting structure of the helideck and
safety netting material / structural support, and confirmation that these structures have been
assessed by the affiliate using a Structural Risk Based Equipment Strategy (SRBES) and any noted
discrepancies are included in the affiliate or facility owners ongoing maintenance review programs.
7) Annual inspections should be conducted by the affiliate / operator and the records of such reviews /
inspections and any remedial actions taken should be maintained.
8) See 9.0.2 for fuel-system-inspection guidelines.
Note – American Petroleum Institute (API) RP 2L for Helideck Design is not recognized as acceptable for either
design of new build or marking / upgrade of existing helidecks.
b. For all new-build helidecks:
1) Where no local regulatory guidance exists, new build helidecks should conform to the minimum size
recommended in ICAO Annex 14.
2) Bow-mounted helidecks on FPSOs may require larger than normal diameters, up to 1.5 D (D =
overall length of the helicopter with rotors turning), due to pitch, roll, and heave considerations.
Aviation Services advice is recommended before completing design on FPSO helidecks.
3) Solid safety fences (not open weave fencing), which improve the effective ground effect area for
helidecks are encouraged for all helidecks if allowed by local authority. These are recommended for
retrofit to existing helidecks where the load bearing area does not meet the minimum specified size
in regulatory guidance.
c. For older legacy helideck marking and design for helidecks not compliant with ICAO or CAP 437:
ICAO Annex 14 and CAP 437 compliant markings do not always work for existing helidecks that may have
been built using API RP 2L or other outdated guidance. International Oil & Gas Producers (IOGP) /
Helicopter Safety Advisory Conference (HSAC) Recommended Practice (RP) Nbr 162 provides guidance for
“Assessment, Upgrades, Modification, Replacement, and Marking of Existing and Temporary Helidecks” that
do not meet the requirements of ICAO Annex 14, Volume II in regard to size of helideck or obstacle
clearances, etc. It is preferred these helidecks be upgraded to meet the requirements of ICAO Annex 14, but
this may not always be practicable due to engineering, economic, or other justifications, and a risk
assessment (Annex A of IOGP / HSAC RP Nbr 162) should be performed by the facility owner / operator to
document reasons for non-compliance. For major rework of these helidecks, ICAO Annex 14, Volume II
should be used.
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Note - Helidecks made of aluminum need not be painted provided the markings are clearly indicated. See
Company GP-25-01-13 Planning, Design, & Construction of Helidecks & Fuel Systems for Offshore Structures.
d. Perimeter Lighting: Helideck perimeter lighting should be green, using the specification in ICAO
Annex 14 or equivalent.
e. Status Lights:
1) The intent of the status light(s) is to indicate an unsafe landing area. Red status light(s) shall be
provided for all manned facilities. These light(s) should be located near the primary personnel
access and egress stairway to the helideck and be visible to the pilot of an approaching helicopter.
The light(s) should not exceed 2 in. (5 cm) above the level of the helideck surface unless located in
the limited obstacle sector and not exceeding the obstacle height limitations in that sector. The
illumination of any status light indicates the helideck is closed to helicopter operations. Back-up
lights should be provided in the event of failure of the primary status light(s).
2) A rotating beacon or flashing status light shall be operating during venting conditions hazardous to
helicopter operation (hot air, raw gas, H2S, etc.) and shall be automatically triggered and remain on
until the hazard is cleared. The flashing status light(s) should have a minimum flash rate of 60
flashes per minute, and were multiple lights are installed the lights should be sequenced to increase
visual cueing for flight crews.
3) A red status light shall be manually turned on during all other times when the helideck is closed for
emergencies, non-venting hazards or other reasons when the helideck is closed. Examples of
these hazardous situations include but are not limited to the following: facility not prepared to accept
helicopter operations, crane operations, helideck not cleared as green, wind conditions exceed
helicopter limitations, etc.). Proper use of the status light is required for the prevention of Wrong
Deck Landings.
f. Lighted Touchdown Position Marking (Yellow Landing Circle) and H: If considering the new
technology lighting in which the touchdown position marking and / or H are lighted on the helideck surface,
these systems should not be used for facilities where helicopters with skid type landing gear may be used
due to hazards created by the lighting system to the landing gear, possibility of inducing dynamic rollover due
to raised edges on the lighting systems, and damage to the lighting assemblies by the skids.
8.2.2 Any variation to the design reference should be forwarded to Aviation Services or Company advisory
personnel for consideration as early as possible.
8.2.3 For guidance of all personnel associated with helideck operations, Affiliate operations with helidecks
should have a local procedures manual detailing operational procedures, hazards, etc. for each helideck. In
addition, IOGP / HSAC RP Nbr 163 provides additional guidance on ongoing maintenance and helideck
operations. This manual should include as a minimum the following:
a. overhead and side views of the helideck,
b. size / weight capability,
c. markings,
d. lighting (if installed),
e. communications,
f. weather capabilities,
g. obstacles,
h. turbulence issues,
i. hazards, and
j. helideck passenger management and any specific operational procedures.
Note - The information provided in Items a –j. preceding, may be tabulated in a Chart for use by pilots. In the
absence of a local standard, EASA OPS [Link].105 with AMC can be used.
k. Include in local helideck procedures and / or Operator's Operations Manual procedures to be followed
when landing a second helicopter on a helideck that is normally only approved for one helicopter (first
helicopter has a maintenance fault, etc.). Items to be considered include the following:
1) Determine if an alternate means, vessel, etc. can fulfill requirements.
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2) Operations must be day light only and must be allowed by the Operator's Operations Manual.
3) Use a smaller helicopter, if possible to fulfill requirements and minimize collision risk.
4) For landing or take-off, the minimum obstruction clearance must not be less than 1/3 rotor diameter
or 4 meters, whichever is the greater.
5) The Captain of the landing helicopter has the final decision on whether or not to land on the
obstructed deck.
6) Before any flight takes place, the Operator should request confirmation from the installation that the
helideck is structurally capable of supporting the weights of both the incoming helicopter and the
helicopter or other obstruction on the helideck.
7) Helicopter Operator and offshore manager should discuss risks involved in the operation and reach
agreement that the operation may be conducted safely when the applicable risk mitigation measures
have been applied.
l. A number of hazards can exist at offshore facilities. The local helideck procedures manual or the
Operator's Operations Manual should have written procedures for closing helidecks, and warning systems for
the hazards noted below.
1) Crane-helicopter operations.
2) Perforating operations.
3) Gas venting.
4) Hydrogen sulfide gas (if applicable for the area).
m. Training requirements for personnel designated to support helideck operations, see also 5.6.2.
8.2.4 Weather Indicating Systems
a. Wind Indication Systems – Helidecks should be equipped with at least one windsock, visible for take-
off and landing with illumination if night flights are anticipated.
b. In addition to the wind indicating systems above, a helideck intended for VFR operations should be
equipped with a weather station with the following (applies to manned facilities):
1) A temperature gauge, and
2) A barometric gauge, and
3) A means to provide cloud ceiling height and visibility (either with a trained Weather Observer or
Automated Weather Observation System (AWOS), and
4) A means of relaying this information to the flight crew.
c. For placement of weather observation stations, the following guidance from the FAA may be used
where none is provided locally.
1) One weather station for each area encompassing a radius of 10 miles in radius or less, or
2) Multiple weather stations for larger areas (two AWOS or one AWOS and one other weather station
with a trained Weather Observer may cover field areas covering up to 60 x 80 miles).
3) In any case, for AWOS only stations / areas, there should be a backup capability of a trained
Observer.
d. For areas where IFR or night operations are to be conducted, the weather station must provide all the
items in a – d. above and also the following:
1) The weather observer should be certified via training in an approved weather observation course,
and
2) Consideration should be given to providing AWOS with certified weather capabilities, and dew point.
e. All equipment should be calibrated annually or as per manufacturer recommendations and maintained
in accordance with manufacturer's instructions.
f. When Certified Weather Observers are required for operations under IFR or night conditions, the
Observers should attend periodic training to maintain certification in accordance with local requirements.
8.2.5 Foam / Water Systems
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a. For long term use / manned facilities a Water / Foam system shall be provided for fire protection to the
landing / parking area. Industry tests indicate that 1% foam induction systems have frequent failures of
finished foam concentrate levels. Foam induction systems capable of 3% product are preferred for new build
or retrofit.
b. These systems should be tested in accordance with NFPA 11 or British Standard 5306 or local
national equivalent.
c. Tests should be completed on an annual basis with samples taken from the foam concentrate, from
the produced (after nozzle finished) foam, and from the water.
d. Copies of testing results should be maintained for review.
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SECTION 9 – FUEL SYSTEM DESIGN AND MANAGEMENT

9.0 GENERAL
9.0.1 Design, Operation, and Inspection References
a. The following should be used as the basic reference documents for airbase fueling system design /
inspection / operational considerations, and construction or major rework of existing systems, where no local
guidance exists.
b. ExxonMobil (UK Fuels Marketing) Aviation manuals available on the Company Intranet for fuel system
operation and design are the two Company Amended Joint Industry Guidance (EMJIGs) and the Aviation
Equipment Design Standards Manual (AEDSM) which can be accessed on SharePoint at the site below
which also has numerous checklist, logbooks, and other guidance for fuels.
[Link]
c. National Fire Protection Association (NFPA) NFPA 407.
d. UK CAP 437 (for helidecks).
e. EM GP 25-01-13 Planning, Design, and Construction of Helidecks and Fuel Systems for Offshore
Structures.
9.0.2 Design and Periodic Review
a. In all cases, a review by Aviation Services or a qualified Aviation Advisor should be incorporated into
all preliminary and critical design processes for Company Airbase Refueling System construction or
modification. For Company design guidance, see:
[Link]
b. All fuel and supporting fire suppression systems, including those provided by airports or fixed base
operators should have a semi-annual safety, technical and quality assurance reviews by the appropriate
operator or an EMAS endorsed Aviation Advisor. Records of such reviews and any remedial actions taken
should be maintained.
9.0.3 Any variation to the above references should be forwarded to Aviation Services or Company Advisory
personnel for consideration as early as possible.
9.1 FUEL QUALITY CONTROL
Note - Due to the importance of fuel quality and that contaminated fuel can cause an otherwise serviceable
aircraft to experience engine flameout, all fuel should be tested for contamination and water intrusion. This
applies to aircraft, fuel trucks and fuel storage containers.
9.1.1 General Responsibilities and Guidelines
a. It is essential that the Operator prepares formal procedures detailing all necessary equipment checks
and fuel system quality control. EI 1550 Handbook provides guidance to those persons responsible for
maintaining fuel system equipment and quality of fuel.
b. The ultimate responsibility for the quality of fuel loaded onto an aircraft is the Captain of the aircraft.
c. All fuel delivery systems, including portable systems, should be fitted with particulate filtration down to
one micron and some form of water separation or identification of water concentration, in addition to some
form of Water Defense.
d. Fuel filter canisters should be clearly marked with the next date of change or inspection cycle, and
data recorded in an appropriate inspection record.
e. All filters should be replaced at nominated pressure differentials as annotated on the filter housing or
as recommended by the manufacturer, but as a minimum should be replaced annually.
f. All fuel storage supplies, including drums, should be allowed to settle 1 hour for each 1 foot of fuel
depth after the tanks have been re-supplied or barrels moved to vertical, before samples are taken and fuel is
approved for use. Fuel tanks should have a sign placed on the tank during settling, indicating the time at
which the tank can be used (settling is complete). If the fuel system is serviced by only one tank, the fuel
dispensing unit should also have a sign with wording as noted for the bulk tank.
g. All steel tanks should be lined with an approved epoxy liner unless the tanks are constructed of
stainless steel.
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h. All fuel supply tanks should be installed with a slope and have a sump drain at the tank low point for
sampling purposes and should have a fuel-quantity sight-gauge.
i. The preferred plumbing for fuel systems is stainless steel and connections welded. If common steel is
used it must be lined with an approved epoxy.
j. Only personnel appropriately trained should be used for refueling aircraft and maintaining fuel
systems. The training delivered should be documented in each person's training file. Aviation Services can
be of assistance in providing a sample training program.
k. All fuel system static grounds should have continuity checks performed periodically, annually as a
minimum.
l. It is recommended that frangible "witness" seals be fitted on tank openings, especially transport tanks,
after filling to determine whether potential tampering of the contents has occurred.
9.1.2 Fuel System Sampling Guidelines
Clean, clear glass jars of at least 1 quart capacity, with wide necks and screw caps, or closed sampling clear
glass containers “Visijars”, should be used for product examination in connection with the vusual appearance
check and Shell water detection procedure, and should not be used for flushing activities before sampling.
Sampling containers and “Visijars” should be kept clean at all times by routine cleaning and appropriate
maintenance. Buckets used for flushing should be manufactured from stainless steel or lined with white
enamel.
[Link] Aircraft
a. All required fuel samples as noted in the paragraphs below should be retained until flights are
completed for that day. At remote locations, when refueled by a commercial fuel vendor, it may not be
practicable to retain fuel samples.
b. The following samples should be collected daily (minimum individual sample size as noted below) into
a clear jar with a screw top, each tested for water utilizing Shell water detection capsules, and marked with
the sample source (tail number / date):
1) Aircraft fuel tank sumps drained and sampled into one container prior to the first flight of each day
(1/2 quart minimum sample size, unless specified differently by the airframe or water detection
device manufacturer).
2) Fuel tank sump (1.0 quarts).
3) Fuel filter and monitor (1.0 quarts). If filters / monitors are less than this capacity, the minimal size
should be that which drains the filter or monitor.
[Link] Fuel Truck / Bowser
The following samples should be collected daily (minimum individual sample size as noted below) into a clear
jar with a screw top, each tested for water utilizing Shell water detection capsules, and marked with the
sample source:
1) Fuel going into the fuel transport tanks from fuel trucks / bulk systems must be "certified" (see
Paragraph 9.1.3.b.) fuel. Before filling the tanks, a clear / bright and water test should be completed,
and results noted on the tank records. If the fuel does not pass these tests or is not from a "certified"
source, then it should be rejected.
2) Each fuel nozzle in the fuel system, prior to first refueling of the day (1.0 quarts).
3) From the nozzle (1.0 quarts) prior to each refueling for the aircraft the fuel should be sampled and
tested for water using the test capsule, and the sample shown to the crew. This sample can then be
disposed of.

4) The test results should be logged and retained in a logbook kept with the aircraft samples.
Systems using a "closed sampling" unit are exempted from sample retention. However,
the requirements of this paragraph 9.1.2 apply in all instances.

9.1.3 The following inspection items should be used as a minimum guide to a Fuel Quality Control System:
a. Observe and record in a daily log the following items:
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1) The age and delivery date of storage fuel.

2) Sample and water test results from the fuel tank sumps, all filters and monitors, and all fuel nozzles.
3) Differential pressure readings.
4) Fuel Filter changes - annual as a minimum.
b. Bulk delivery fuel should always be accompanied by a Certificate of Release. Fuel should be
sampled, visually inspected for appearance and contaminates, chemically tested for water and measured for
density, before delivery into storage tanks. Maximum variance of the density compared to the density on the
Certificate of Release - 0.003. ASTM 1655 may be used as a reference as it establishes the specification for
aviation turbine fuels other than Jet B. This specification defines specific types of aviation turbine fuel for civil
use in the operation and certification of aircraft and describes fuels found satisfactory for the operation of
aircraft and engines. The specification can be used as a standard in describing the quality of aviation turbine
fuels from the refinery to the aircraft. The interior of all tanks, tank seals, and pressure relief valves should be
inspected on an annual basis, and all gauges / pressure relief valves should be calibrated annually unless the
manufacturer specifies differently.
9.1.4 Microbe Growth Testing
a. Conduct an initial test to establish normal microbe level. Adopt a random routine testing of a few
tanks on a quarterly basis. This should include primary supply tank(s), and several mobile tanks (if used).
b. Once the "normal" microbe level is established as noted above, fuel supplies should be tested on a
six-month interval.
c. The recommended microbe-growth test-kit is the ECHA Microbiology Microbe Monitor 2 (MM2). Web
address [Link]
d. If any contra-indications from tank drains are apparent, such as dark colored (brown, black) water,
sulfide smells, water and fuel with a frothy or lacy interface, immediately conduct a test, as these strongly
indicate microbial activity within the recent time span.
9.1.5 Microbe Growth Treatment
a. If the microbe growth test is positive, use of the affected tank(s) should be suspended and the
following protocol followed. Once the protocol has been followed then a repeat microbe presence test should
be completed. Any questions should be referred to the Global Aviation Fuels Organization.
b. Full tank cleaning including disinfecting the tank surfaces with Clorox bleach (or equivalent) followed
by fresh water rinsing, inspect and replace all downstream contaminated filter elements.
c. Filters should be replaced and tanks drained and cleaned following the manufacturer
recommendations.
d. Any microbe treatments, such as "Biobor" or equivalent should be used with caution and the aircraft
manufacturer contacted to determine if use of such treatments are allowed for that model aircraft's fuel.
9.1.6 The following precautions are applicable to operations that involve the use and storage of drummed
fuel:
a. Drums should be tight with no broken seals prior to use.
b. Drum stock should be consumed within 12 months of packaging date.
c. Drums should be stored with the bungs horizontally at the nine (9) and three (3) o'clock positions, with
the bung end tilted slightly lower than the opposite end (non-opening), to prevent moisture / rust formation
inside the bung end of the barrel.
d. Each drum of fuel should be sampled and tested with water detector capsules or an approved paste to
confirm no water contamination is present and visually inspected for proper color and contaminates.
e. Pumps used for drum refueling should be equipped with water blocking filtration system.
f. Pump standpipes should extend no closer than 50 mm (2 inches) of the drum bottom.
g. Before fueling the aircraft, a small amount of fuel should be pumped into a container to remove any
contaminants from the hose and nozzle.
h. The standard marking for a contaminated drum is an "X" marked on the bung end.
9.2 RAPID REFUELING (Refueling with Engines Running) See 6.3.3
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9.3 PORTABLE OFFSHORE FUEL TRANSPORT TANKS

9.3.1 If no local regulatory guidelines are available, information may be obtained from the Combined Federal
Regulations (U.S. CFR 49, Part 173.32) or from the Air Transport Association (ATA 103, Paragraph 2-11).
9.3.2 Where the local authority has established regulatory guidance, the most stringent of that or the
following should be used:
a. A 5-year hydrostatic test required on the transporters. The data plate on the tank should state the test
pressure requirement.
b. An annual test on the pressure relief valve.
c. Tanks should be inspected every 12 months:
1) Check for build-up of sediment or evidence of microbial growth.
2) If inspection reveals such growth or build-up of sediment exceeding 1/10 of the area of the tank
bottom surface, cleaning should be accomplished.
3) If the tank has an internal epoxy coating, inspect coating for evidence of chipping, flaking, or other
deterioration.
d. Jet fuel tanks should be cleaned with high pressure water or steam only. Under no circumstances
should solvents, chemicals, or detergents be used.
e. After cleaning with water, use squeegees and lint free mops to dry the tank surfaces. Assure removal
of all free water, and allow the tank to dry thoroughly through natural ventilation as long as practicable.
f. Maintain a record of tank inspection and cleaning using ATA Form 103.07 or similar.
g. Dates indicating the inspection or test dates as prescribed in 9.3.2.a, c, should be stenciled on the
tank.
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SECTION 10 – EMERGENCY RESPONSE PLANNING AND SURVIVAL EQUIPMENT

10.0 GENERAL
Each Affiliate using aviation services should make provisions for aviation emergencies in their Emergency
Response Plans (ERP), and communicate these plans to all relevant personnel.

10.1 AIRCRAFT IN THE EMERGENCY RESPONSE ROLE

10.1.1 Where aircraft are designated for emergency response standby, the aircraft and crew should remain
within the prescribed area of operations to provide a response time deemed satisfactory by the Company.
Any change in the state of readiness of the aircraft or supporting emergency response equipment should be
reported to relevant Company personnel immediately.
10.1.2 The specific role and duties of all aircraft utilized in the event of an emergency should be documented
in the Company ERP.
a. Particular attention should be made in clearly outlining communication procedures between aviation
and the marine vessels and / or ground resources involved.
b. Affiliates should modify ERPs when affected by regulatory or operational requirement changes.
10.1.3 Search and rescue capabilities by both aircraft and vessels are significantly limited at night, and
should be taken into account if late afternoon or night flights are undertaken. See Paragraphs 4.6 - 4.7 for
guidelines and suitable aircraft for night flight.
10.2 SCENARIO DRILLS
10.2.1 Scenario emergency drills with specific objectives should be conducted prior to first flight of a new
contract start and annually, as a minimum, for ongoing operations.
a. The drill should involve the aviation resource and include pilots, support staff, aircraft, and be
integrated with marine or land surface resources.
b. Exercises involving aviation aspects of the Affiliate ERP should test field and offshore communications
capabilities, offshore installation ERP, as well as aviation coordination with ground and marine resources.
c. The types of exercises that can be planned (but not be limited to) include the following:
1) Fire - involving an aircraft, and / or heliport.
2) Missing, or overdue aircraft.
3) An aircraft forced landing, onshore and offshore.
4) Search and Rescue operation, use of emergency equipment to include Linked Raft Rescue System.
5) Helicopter winching exercises.
6) Oil and Fuel spill - air support and spray buckets.
7) Medical evacuation, including stretcher drills.
d. Planning and Conducting Emergency Response Drills
1) The planning for the safe conduct of drills should be documented and discussed with the aviation
participants prior to the conduct of any exercise.
2) Any safety restraints as a result of night operations or restrictions due to weather should be
documented in this plan.
3) Active participation from the Operator is expected in the determination of the weather minimums for
the conduct of the drills.
4) Areas that should be taken into account include visibility, wind speed, temperature limits and sea
states.
5) To validate the integrity of the specific scenario drill, the exercises should be varied with regard to
the time of day, and the day of the week. When applicable to the activities of the Affiliate, this
should include after-hours operations and on weekends.
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6) At the conclusion of each exercise, the drill should be critically assessed and all personnel fully
debriefed. All subsequent recommendations should be documented for follow-up action / lessons
learned.
10.3 SEARCH AND RESCUE (SAR) SERVICES and EQUIPMENT
10.3.1 Operators carrying Company personnel should be equipped as necessary with SAR supportive
equipment and be backed by an appropriate level of rescue service that can be directed to the operating area
without delay. Advisory personnel can assist with determination of which equipment / services may be
necessary. Factors to be considered include the following:
a. Environment of hostile versus non-hostile, see Paragraph 4.1.
b. Anticipated survival time of occupants versus anticipated rescue time.
c. Local agency support.
d. SAR Support Equipment.
10.3.2 SAR Supportive Equipment
a. Automated Flight Tracking Systems
Flight tracking systems that utilize GPS and satellite technology for aircraft flight following may be utilized
when appropriate to the environment and operation being conducted.
See Paragraph 6.1 for additional information on 'Voice' flight following.
b. Each aircraft should be equipped with a TSO 126 Emergency Transmitter Locator (ELT). This,
combined with satellite coverage, can pinpoint the signal geographically on land or on water if the aircraft is
floating. It identifies the aircraft by registration number.
1) The aircraft's country of registration should be registered with the COSPASS / SARSAT system
before the aircraft can be registered.
2) The 406 MHz (TSO 126) transmitters are preferred over the older TSO 91, which does not include
aircraft identification.
3) The 406 MHz ELT, beacons or radios should be used where countries have registered for the
satellite support.
c. Personal Locating Beacons (PLB), small and handheld, are available. Some models offer both voice
and 406 MHz capability. Those with voice are preferred over non-voice.
1) Pilots of geophysical aircraft, and low flying survey aircraft should carry an emergency radio with
voice capability in their flight clothing or vest.
2) Pilots of offshore helicopters should carry an emergency radio with voice capability in their flight
clothing or vest. Alternatively, if the aircraft is equipped with external life raft(s) and these are
equipped with radios with voice capability, then the offshore pilot vest radios may be beacon only.
3) Pilots in all other categories, other than those listed above, are encouraged to carry the radios.
4) Company operations in remote areas or involving offshore operations should consider providing
personal locator beacons to be carried by the passenger during flight and provision for briefing
instructions for use in the event of an emergency.
d. All life rafts should be equipped with an emergency beacon or radio that is waterproof (non-voice
systems are acceptable). The raft mounted emergency radios / beacons should be attached to the raft by a
lanyard.
e. All offshore helicopters should have an underwater acoustic beacon (pinger) that transmits when
submerged. If equipped with a CVR, the pinger should be attached to the CVR.
f. Search and Rescue Transponders (SARTs) provide the ability for any aircraft or vessel equipped with
radar to "home" into the SART. These devices should be considered for inclusion either in a life raft or the
helicopter cabin.
g. Three types of homing (direction finding) receivers are available to assist in locating missing aircraft or
personnel transmitting on emergency frequencies. If not available for either water or land in the country of
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operation, then these homing devices should be added as a contract specification or included in company
owned equipment.
1) Homers are used for locating a submerged aircraft transmitting with a sonar pinger. These are
typically used on vessels.
2) Homers are used for locating a downed aircraft on land or floating in water with a transmitting ELT
or PLB. These may be either portable or mounted in an aircraft.
3) Radars on aircraft or vessels can be used to locate SARTs.
h. The role of rescue hoists for search and rescue purposes in Emergency Response Planning (ERP)
should be carefully evaluated and a Risk Analysis completed by affiliate Safety Health and Environment
(SHE) staff with the assistance of an Aviation Advisor.
i. When considering rescue hoisting as a secondary role for helicopters, consideration should be given
to the overall ability of the Operator to perform competently and to complete periodic training to support the
hoisting role given the parameters established in the ERP. Such programs for overwater rescue should
include training over open water without visual reference to land.
j. It may be more practicable to provide a linked life raft system as noted in paragraph 10.4.4 rather than
to provide a rescue hoist if the RA supports this decision. Nonetheless, both are demanding tasks when
conducted over open water and periodic training must be undertaken.
k. Further details on the operational and technical aspects of hoisting are listed in Paragraph 7.2.
l. Suitable clothing that rescued personnel can change into after rescue, such as sweat suits or blankets
should be located in a waterproof container with other rescue equipment.
10.4 SURVIVAL EQUIPMENT
10.4.1 All aircraft should carry safety equipment and survival kits that, as a minimum, comply with local civil
aviation authority or regulation (if required).
a. When considered necessary, the Company may request additional equipment subject to the operating
environment. The items contained in survival kits should be appropriate for the geographical location and
climatic conditions; for example, offshore, arctic, jungle or desert.
b. The capacity of each survival kit should be proportionate to the number of persons carried in the
aircraft.
c. Over-water operations should include consideration for augmenting the recommended equipment
listed in this Section with additional safety and survival equipment such as emergency breathing systems,
immersion suits, and personal locating beacons. See Paragraph 10.4.5 for additional information on
emergency breathing systems. Also, consider the guidance provided by the Production Company in the
Helicopter Passenger Survival Equipment Reference Guide.
10.4.2 Each aircraft flown over water shall be equipped with a life raft(s).
a. All life rafts should be equipped with an emergency radio / beacon.
b. All life rafts should be equipped with an offshore survival kit meeting applicable regulatory
requirements and be attached to the raft with a lanyard.
1) Exception - Single piloted helicopter survival kits may be located separately in the front cabin area to
provide easy access by the pilot or front seat passenger.
2) Paragraph 10.4.1 for additional details.
c. Helicopters having a seat capacity for 10 or more passengers should have two life rafts; each should
be certified for 50% overload to enable any one life raft to be used by all occupants.
d. Helicopters having a seat capacity for 9 or less passengers should have a minimum of one life raft
certified to carry all occupants.
e. Where available by helicopter model, externally mounted life rafts are preferred over internally
mounted.
10.4.3 Each occupant of an aircraft flying over water shall be provided a Personal Flotation Device (PFD).
a. Only PFDs that are manufactured to an aviation authority approved TSO should be used.
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b. Permanently buoyant PFD should not be worn or provided to occupants on aircraft flights.
c. Where approved by local authority, a PFD with crotch strap is preferred over one without.
d. PFD with integrated emergency breathing systems (EBS) and / or exposure suits equipped with EBS
to provide a source of breathable air for use during underwater egress should be used for long-term offshore
operations, see 10.4.5 for additional guidance.
e. Some exposure suits do not have integral PFD and may lack adequate sustained floatation. A
separate PFD may need to be worn externally. When worn separately, a crotch strap may be necessary for
adequate security of these separately worn vests. The manufacturers should be consulted as necessary for
clarification.
f. For operations where the PFD are routinely worn, such as offshore helicopters or float planes, they
should be covered with a durable fabric to reduce damage from constant handling. Life jackets manufactured
to an approved TSO for constant wear life jackets are preferred.
g. For all helicopter, floatplane, and single-engine airplane over-water flights beyond gliding distance of
land, the PFD should be worn in a state of readiness.
h. PFD for pilots of offshore helicopters or those operating in remote areas should contain an emergency
radio (Paragraph 10.3.2 and Table 4.9).
i. For multi-engine airplanes meeting the requirements of Paragraph 4.6.3 on extended over water
operations, PFD should be available.
j. For night flights, PFD should be equipped with an integral light.
k. For aircraft operations, including but not limited to helicopter and float plane flights, over cold water
hostile environment, each affiliate should determine if survival suits are required for occupant protection in
the event of a ditching. If not mandated by local CAA, a risk assessment can be instrumental in making the
determination and should be completed before the beginning of operations. Factors that should be
considered in the analysis for exposure suits should include:
1) The availability and anticipated response time of search and rescue resources.
2) Realistic assumptions on search and / or rescue time should include:
i. Distance offshore.
ii. Worst case visibility conditions.
iii. Accuracy of aircraft navigation equipment.
iv. Worst case sea conditions.
v. Time to hoist each occupant.
vi. Potential for in sea assistance of occupants.
vii. Dropping of survival equipment (Paragraph 10.4.4).
3) Estimated survival time for clothing being worn.
4) The worst case scenario in terms of the most unfavorable location of a ditched aircraft and longest
mobilization times for aircraft or vessels should be used when detailing minimum response times.
5) Additional equipment and personnel factors such as, helicopter winching limitations, rescue helicopter
capacity, crew expertise, guaranteed availability, and all-weather capabilities of the rescue aircraft /
vessels need also to be considered.
6) Determination by local management that occupants can be rescued within the prescribed survival time.
7) See Paragraphs 10.4.3 and 10.4.4 for additional details on personal flotation devices, emergency
breathing systems, and for exposure / immersion suits.
8) In certain areas, prevailing sea currents may result in water temperatures being sufficiently cold to make
use of survival suits prudent. However, high ambient air temperatures, combined with low air circulation
within the suit can cause debilitating fatigue in crewmembers and discomfort for passengers.
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9) In such circumstances, efforts may be better directed at improving rescue response (vehicles, vessels or
aircraft systems), and search capabilities rather than introducing survival suits.
10) Immersion suits certified for use by the regulatory authority should be provided to crews and passengers
for helicopter overwater operations in cold water hostile environments. In the event that local regulatory
controls do not address the issue of wearing exposure suits, all necessary details and requirements
should be stipulated by the Company.
11) Several studies and regulatory documents providing information on estimated survival time based on
water temperatures versus survival time in varying kinds of dress can be used as background material
for making decisions on use of survival suits. These documents can be obtained from Aviation Services
on request.
10.4.4 If hoisting is not readily available or, the possibility exists that personnel may not be recovered from
the water within the anticipated survival times, the Company and Operator should consider incorporating a
‘Linked Raft Rescue System’ as a part of the survival equipment.
a. The system consists of:
1) Two rafts are linked together with two fifty-meter lengths of buoyant nylon rope.
2) Two floating smoke canisters.
3) One knife for cutting the rope is necessary.
4) Leather gloves for deployment.
5) Positive intercom communications between the pilots and deployment person.
b. The rafts are air dropped up-wind from the rescue zone and drift in a semi-circular manner to surround
those persons in the water.
c. The system assists in directing the person by means of the floatable rope to one of the two rafts.
d. The object is to secure personnel as quickly as possible into life rafts as a first step in the recovery
process. Additional information on this equipment and procedures for its use is available from Aviation
Services.
e. The system should only be used if the helicopter crew has been trained in the physical deployment of
the system over water, at periodic intervals, with annual recommended. The system should only be deployed
by a dual pilot, twin-engine helicopter and with an individual trained in its deployment in the rear of the
helicopter.
10.4.5 Emergency Breathing Systems
a. See 10.4.3.d. for additional guidance on deployment requirements.
b. EBS fall into several categories as noted below, all of which are considered acceptable for use:
1) Compressed Air – generally consist of a gas cylinder, regulator, demand valve and mouthpiece. Air
is supplied on demand, so the user does not have to take a breath before use.
2) Rebreather – allow the user to rebreathe air from the lungs using a counter lung. The advantage of
the Rebreather EBS is that it does not introduce any risk of barotrauma during training or increase
the buoyancy of the user.
3) Hybrid - consist of a rebreather system with a small cylinder of gas providing additional air. The gas
cylinder supplies air to the counter lung equivalent to a single breath, allowing the user to breathe
from the counter lung when unable to take a deep breath before submersion.
4) Cat A – Category A Emergency Breathing System (CAT A EBS) is a compressed air system that
can be deployed with one hand in the air and under water, within 12 seconds. It can be used in both
helicopter ditching and in water impact incidents when capsize or sinking occurs immediately on
impact. Currently it is limited in both number and vendors.
c. A suitable training program should be established to ensure user proficiency, see 3.9.
d. Briefing and training on the proper brace position for use of EBS as prescribed in 3.5.5.
10.5 EMERGENCY FLIGHTS
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10.5.1 Activities conducted in remote areas should, as part of an Emergency Response Plan, have a clear
set of instructions on arranging and obtaining emergency flights for technical, political, or medical reasons.
10.5.2 If acceptable aircraft are not available in the country or region of activity, contingency arrangements
should be made in advance with approved Operators specializing in emergency flights and medical
evacuation operations.
10.5.3 An example of an Emergency Flight Checklist that can be used to record information for an
emergency / medevac flights is included in Section 13, Form 10.1.
10.6 OVERDUE AIRCRAFT
10.6.1 An aircraft which fails to contact flight following at required time intervals, or fails to respond to radio
contact, is considered overdue.
10.6.2 If any aircraft is reported overdue through the Flight Following facility, or other means, a check list
sheet should be initiated and used from the first instance to document all relevant information. An example of
an Overdue Aircraft Checklist is provided in Section 13, Form 10.2.
10.7 ACCIDENT, INCIDENT AND HAZARD REPORTING AND ACTIONS TO RETURN AIRCRAFT /
AIRCREW TO SERVICE
10.7.1 General:
a. For Company purposes, an aircraft accident, incident or hazard is defined in Definitions section.
b. On receipt of an initial accident notice, Aviation Services should assess whether the nature of the
accident warrants an immediate visit by an Aviation Advisor. An example of an accident reporting form is
presented in Section 13, Form 10.3.
c. Incident / Hazard Reports should be "closed loop" with appropriate review by operations,
maintenance, management and feedback to the originator of the report. An example of an incident reporting
form is presented in Section 13, Form 10.4.
d. Incidents and post-incident actions that involve technical factors (for instance aircraft system failures
or defects or maintenance errors) shall be reported with pertinent technical details. If such technical details
are not known at the time of submission of the initial incident report, the Operator shall submit technical
reports with all details of the incident, investigation results, and post-incident actions related to the technical
factors as soon as they are known, without delay. If the investigation, analysis, or development of corrective /
preventive actions requires additional time, successive technical reports shall be submitted to keep Aviation
Services continuously updated.
e. Aviation Services should review all accidents / incidents reportable under Section 1, should assess the
accident / incident mitigation measures taken / planned, and advise if the aircraft / crew can be returned to
service without further action or if further mitigation / investigation is warranted before the return to service.

Note – Excluded from the return to service approval process above are events of “minor” significance (see
10.7.1.a.) such as an engine chip light, lightning strike, or bird strike with return to service per manufacturer’s
specifications, but the event should still be reported as an Incident for review by Aviation Services.
10.7.2 Company Owned and Chartered Aircraft Reporting:
a. Information concerning any aircraft involved in an accident, incident or significant hazard while under
contract to or owned by the Company should be reported immediately (Verbal or Email) to the Company
aviation contact on location. When the “significance” of a hazard is uncertain, the local aviation contact
should consult with Aviation Services.
b. The Company aviation contact on location should forward the information regarding an aviation
accident, incident or significant hazard immediately to Aviation Services.
10.7.3. Aircraft Not Chartered to the Company but Belonging to the Aircraft Operator Providing Other Aircraft
to the Company Reporting:
a. Information concerning any aircraft involved in an accident or incident while the Operator is under
contract to the Company (even though the specific aircraft may not be chartered to the Company) should be
reported immediately (verbal or email) to the Company aviation contact on location.
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b. The Company aviation contact on location should forward the information regarding an aviation
accident or incident immediately to Aviation Services.
10.7.4 Operator Responsibilities:
a. The Operator is responsible for complying with all local and national regulatory requirements in the
reporting of an accident.
b. In addition to the initial reporting requirements in 10.7.2 and 10.7.3 above, within 48 hours of
occurrence the Operator should provide in a written report for these events and then provide updates until the
event is fully closed out.
10.7.5 The Operator is responsible for complying with all local and national regulatory requirements in the
reporting of an accident. Notwithstanding, the Operator should report all accidents to the Company in a
written format within 24 hours of the accident event.
10.7.6 The Operator should report all incidents, hazards, or near misses to the Company verbally within 24
hours of occurrence, and in written format within 48 hours. Any operational hazard or near miss should be
reported by the pilot, or other senior operational or maintenance personnel to the Company.
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SECTION 11 – AFFILIATE LOCAL AREA SUPPLEMENT (LAS)

INSERT AFFILIATE LOCAL AREA SUPPLEMENT HERE

(AS REQUIRED)
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SECTION 12 – UNMANNED AERIAL SYSTEMS (UAS)

12.0 GLOSSARY OF TERMS
Note — The terms contained herein are used in the context of this circular. Except where indicated, they
have no official status within ICAO. Where a formally recognized ICAO definition is included herein for
convenience, this is noted with an asterisk*.

Aircraft* Any machine that can derive support in the atmosphere from the reactions of the
air other than the reactions of the air against the Earth’s surface.
Airworthiness A condition in which the UAS (including the aircraft, airframe, engine, propeller,
accessories, appliances, and control station (CS) conforms to its type certificate
(TC), if applicable, and is in condition for safe operation.
Autonomous An unmanned aircraft that does not allow pilot intervention in the management of
Aircraft the flight.
Autonomous An operation during which a remotely-piloted aircraft is operating without pilot
Operation intervention in the management of the flight.
Beyond Visual An operation where none of the flight crew, including Visual Observers maintain
Line of Sight visual contact with the aircraft.
(BVLOS)
Command and The data link between the remotely-piloted aircraft and the remote pilot station for
Control the purposes of managing the flight.
Commercial An aircraft operation conducted for business purposes (mapping, security
Link (C2)
Operation surveillance, wildlife survey, aerial application, etc.) other than commercial air
transport, for remuneration or hire.
Crew Member** A person assigned by an operator to fly or assist with the flight of a UAS for a duty
period.
Detect and Avoid The capability to see, sense, or detect conflicting traffic or other hazards and take
the appropriate action.
Flight Crew A licensed crew member charged with duties essential to the operation of an
Member* aircraft during a flight duty period.
Flight Recorder** Any type of recorder installed in the aircraft for the purpose of complementing
accident / incident investigation. In the case of remotely-piloted aircraft, it also
includes any type of recorder installed in a remote pilot station for the purpose of
complementing accident / incident investigation.
Ground Control See ‘Remote Pilot Station’.
Station
Note: RPS is the preferred term as it enables the consistent use of one term with
(GCS) the same meaning irrespective of its location (e.g. on a ship or in another aircraft).
Handover The act of passing piloting control from one remote pilot station to another.
Instrument Flight Time during which a pilot is piloting an aircraft solely by reference to instruments
Time* and without external reference points.
Lost Link The loss of command and control link contact with the remotely-piloted aircraft
such that the remote pilot can no longer manage the aircraft’s flight.
Operational The exercise of authority over the initiation, continuation, diversion, or termination
Control* of a flight in the interest of safety of the aircraft and the regularity and efficiency of
the flight.
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Operator* A person, organization, or enterprise engaged in or offering to engage in an aircraft

operation.

Note: In the context of remotely-piloted aircraft, an aircraft operation includes the

remotely-piloted aircraft system.
Pilot The person in direct control of the UAS - See also ‘Remote Pilot’.
Radio Line-Of- A direct electronic point-to-point contact between a transmitter and a receiver.
Sight
Remote Pilot A person charged by the operator with duties essential to the operation of a
(RLOS) remotely-piloted aircraft and who manipulates the flight controls, as appropriate,
during flight time.
Remote Pilot The component of the remotely-piloted aircraft system containing the equipment
Station used to pilot the remotely-piloted aircraft.
Remotely-Piloted An unmanned air system includes a number of elements such as the ground-based
(RPS)
Aircraft System control unit, ground launch system, and the Remotely Piloted Air Vehicle (RPAV)
and all associated flight safety-critical elements.

Remotely-Piloted An unmanned aircraft which is piloted from a remote pilot station.

Aircraft (RPA)
RPA Observer A trained and competent person designated by the operator who, by visual
observation of the remotely-piloted aircraft, assists the remote pilot in the safe
conduct of the flight.
RPAS Commander RPAS commander is responsible for the conduct and safety of a specific flight and
for supervising the person in direct control of the RPAS. His duties are equivalent
to those of an Aircraft Commander.
Sense and Avoid See ‘Detect and Avoid’.
Small Unmanned A FAA term used for any unmanned aircraft weighing less than 55 pounds and
Aircraft System equipment necessary for the safe and efficient operation of that aircraft.
(sUAS)
Tethered UAS Tethered UASs are those capable of operating tethered by a cable secured to a
base station, and can be preprogrammed for both flight and payload operations
prior to launch.
Unmanned Aircraft An aircraft which is intended to operate with no human pilot on board, as part of
(UA) an Unmanned Aircraft System. Moreover a UA:

▪ is capable of sustained flight by aerodynamic means;

▪ is remotely piloted or capable of autonomous operation;

▪ is reusable; and

▪ is not classified as a guided weapon or similar one-shot device designed for

the delivery of munitions.

Unmanned Aircraft An Unmanned

Note Aircraft System
- RPA is considered (UAS)
a subset of comprises
UA. individual 'System Elements'
System (UAS) consisting of the Unmanned Aircraft (UA) and any other System Elements
necessary to enable flight, such as a Remote Pilot Station, Communication Link,
and Launch and Recovery Element. There may be multiple UAs, RPS, or Launch
and Recovery Elements within a UAS.

Unmanned Aircraft Only pertains to the aircraft itself, not the ground control and communications units.
Vehicle (UAV)
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Visual Line-Of- An operation in which the remote pilot or RPA observer maintains direct unaided
Sight (VLOS) visual contact with the remotely-piloted aircraft.
Operation

12.1 BACKGROUND
12.1.1 See 1.6 for additional guidance on engagement of UAS and contracting.
12.1.2 The International Civil Aviation Authority (ICAO), to which most nations are signatories, states in Article
8 that “No aircraft capable of being flown without a pilot shall be flown without a pilot over the territory of a
contracting State without special authorization by that State and in accordance with the terms of such
authorization. Each contracting State undertakes to insure that the flight of such aircraft without
a pilot in regions open to civil aircraft shall be controlled as to obviate danger to civil aircraft”
ICAO considers that unmanned aerial vehicles are pilotless aircraft in the sense of Article 8.
12.1.3 The terms Unmanned Aerial Vehicle (UAV), Unmanned Aircraft System (UAS), and Remotely Piloted
Aircraft (RPA) are often used synonymously; this document uses the term UAS to standardize and describe
all unmanned aircraft systems.
12.1.4 The UAS has four subsystems: aircraft, data links (control and return), ground control equipment, and
the pilot / operator. UAS operations can occur within visual line of sight (VLOS), extended visual line of sight
(EVLOS) (within electronic line of sight of the ground control station), or beyond visual line of sight (BVLOS).
12.1.5 Regardless of the UAS size, the guidelines outlined in this document should be used (see 2.1). This is
not an exhaustive list and other sources of similar guidelines should be researched in each country where
UAS are intended for use.
12.1.6 UAS operations have a high degree of risk, with accident rates 6-7 times that of general aviation,
largely due to mechanical failures and poor piloting, and it is recommended that in no case should the
Company personnel operate UAS and should instead contract such operations to operators who have the
necessary regulatory approvals, acceptable demonstrated operational experience, and necessary insurance
coverage (see 2.4 and 12.10 for further guidance). In circumstances where contracting out this service
cannot meet operational necessity, Company personnel may operate UAS in compliance with the AOG
Section 12 and with the endorsement of EMAS. For Tethered UAS operations refer to 12.11.
12.2 GENERAL
Note – Section 12 pertains to 2 types of UASs: Tethered (T) and Untethered (U). Sections of this manual
will be annotated with a T or U when applicable to that system.
12.2.1 (U, T) All UASs should need to be operated according to the governing country’s civil aviation authority
(CAA) policy and regulatory requirements. In the absence of the governing country issuing such guidance,
the standards and recommendations in ICAO Circular 328 (AN / 190) shall be used as the minimal standard
along with inclusion of the guidance in this document. Where standards differ, the most stringent shall apply.
a. Some countries have authorized UAS commercial operations, but users should verify CAA
requirements and the requirements in this document have been met prior to conducting operations.
b. A Notice to Airman (NOTAM) should be issued for UAS operations where required by the CAA. If not
required, the UAS operator should distribute the equivalent of a NOTAM to other air operations or airports,
etc., or within 5 nautical miles (NM) of the designated UAS operations airspace.
c. Some countries such as the US also allow local state / provincial governments to also issue
regulatory guidance, and this should also be reviewed for necessary compliance before obtaining approvals
to operate.
d. Some countries also require UAS to display registration numbers, which should be reviewed for
compliance.
e. Offshore UAS operations in support of oil and gas should be in compliance with regulatory statues.
Offshore UAS operators should also comply with any local laws governing UAS operations.
12.2.2 Large UASs (55 lbs. and greater) should use “sense and avoid” technology and a mode “S” or ADS-B
capable transponder installed, whenever practical. Tethered sUAS (less than 55 pounds (25 kg) without fuel)
operating within VLOS below 400 feet are exempted from this policy.
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12.2.3 (U, T) All UASs should be certified by a respective CAA as airworthy or accepted as airworthy if
required by the respective regulatory authority. A documented level of airworthiness through past military,
commercial, or government use of the UAS should be considered if no airworthiness certification is
available.
12.2.4 (U, T) All UAS operators should have their UAS operations incorporated into a Safety Management
System consistent with the AOG. Although many of the elements in these UAS guidelines can be
incorporated directly into a Safety Management System, they do not constitute a complete SMS. The UAS
operator should maintain a comprehensive SMS that seamlessly integrates UAS operations into the entire
system.
12.2.5 (U, T) Where UAS operations may be operated in the vicinity of facilities where explosive vapors may
be present, the business line organization chartering / using the UAS should determine if the UAS will be
required to be intrinsically safe (explosion proof). This issue should be included in the risk assessment (see
12.8.5).
12.3 APPROVAL TO OPERATE:
12.3.1 The operator approval may be accomplished by the issuance of a Certificate of Airworthiness
(different terms may be used by the local CAA such as Special Airworthiness Certificate) by the CAA. The
operator is required to submit the data to support a determination by the CAA that the aircraft and its
systems, including the control station (CS), are designed, built, and maintained in a safe and airworthy
condition. All UAS should be in airworthy condition and have a continuing airworthiness program to conduct
flight operations in the National Airspace System (NAS) or foreign airspace. All UAS should be accepted as
airworthy by the CAA. In cases where there are no applicable regulatory standard available to determine
airworthiness, the operator should assert an equivalent level of safety to manned aircraft will be provided
through adherence to maintenance and safety checklist usage recommended by the UA manufacturer.
12.3.2 The UAS vehicle may be issued a type certificate by the CAA specifying the operations that are
authorized to be conducted. Essential elements of a continuing airworthiness program include a
maintenance training program, unique skills or maintenance practices relating to their aircraft and a process
to report applicable data relating to the maintenance of an operation.
12.3.3 The operator applying to conduct the UAS operation must establish in writing and comply with its own
processes, policies, and standards in the following areas as a minimum:
a. Pilot certification and licensing.
b. Crew certification.
c. Pilot experience and currency.
d. Medical certificates equivalent to an FAA Class 2 physical.
e. Certificate of registration and airworthiness of UAS vehicle.
f. Continued airworthiness (maintenance) procedures for the aircraft.
g. Any applicable training recommended by ExxonMobil Aviation Services (EMAS).
h. Procedures / Operations manual per 12.6.7 below.
12.4 UAS OPERATOR & PILOT QUALIFICATION, EXPERIENCE & TRAINING (U, T)
12.4.1 General:
The remote pilot of a UAS and the pilot of a manned aircraft have the same ultimate responsibility for the safe
operation of their aircraft and therefore have the same obligation for knowledge of air law and flight
performance, planning and loading, human performance, meteorology, navigation, operational procedures,
principles of flight, and radiotelephony.
(U, T) Pilots must also be proficient in the language used for radiotelephony and meet medical fitness levels
although the latter may be modified as appropriate for the UAS environment.
All UAS operators should have prior sufficient operational UAS experience, ideally with government or
military oversight and meet manufacturers and regulatory recommended experience, training and currency
standards.
(U, T) For Small UASs (under 55 lbs / 25 kg without fuel) conducting operations within line of sight, a risk
assessment may be presented to accept a reduced experience level for operations with minimal risk or
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potential hazards. The remote pilot must still comply with all regulatory training, currency, and experience
requirements and the risk assessment must include a representative of Aviation Services and be endorsed
by Aviation Services.
Pilots must obtain flight currency, demonstrate their skill, achieve a level of experience, and be licensed by
the applicable CAA as shown in the Table 12.4.1.
Pilots and other personnel used in control of UAS shall be subject to the UAS operators fatigue management
program regarding flight and duty time.
12.4.2 (U, T) Training and Currency
a. UAS pilots should meet applicable civil aviation authority licensing, training, and testing requirements
for each class or type of UAS they plan to operate per Table 12.4.1. The licensing should be appropriate and
as required by aircraft type certification or determination of airworthiness. UAS type or class ratings may be
determined on the basis of individual type in the case of larger aircraft, or by class for smaller ones under 55
lbs.
b. (U, T) All operators should have a training program to verify the pilots, sensor operators, mission
commanders, and observers meet the applicable requirements of the governing aviation regulator. The
training program should be appropriate for each aircrew role, the environment, and mission the operator is
expected to perform.
c. If the UAV weighs less than 55 lbs., the training program at a minimum should cover currency,
evaluation, emergency procedure proficiency, systems knowledge, and specialized tasks for the general
class of UAS.
d. (U, T) For UAVs greater than 55 lbs., training requirements should exist for the specific UAS.
e. (U, T) All training programs should comply, or be consistent with any manufacturer’s recommended
training programs.
f. (U, T) All pilots must maintain a level of proficiency in the UAS being operated or in the CAA approved
simulator specific to the UAS.
g. All operators should have a crew resource management (CRM) training program which includes all
personnel directly involved with UAS operations (pilots, observers, sensor operators, etc.).
12.5 UAS OPERATOR REQUIREMENTS (U, T)
12.5.1 All UAS operators should be subject to an initial on-site technical / operational aviation safety review
conducted by an EMAS Aviation Advisor. Biennial reviews conducted thereafter may be off-site desk top
reviews, as recommended by the assigned Aviation Advisor.
a. Exceptions to the above requirement may be endorsed by EMAS for micro / ultra-light UAS operations
determined to be low risk by the Aviation Advisor. In this case, an initial off-site desk top review may be
performed in lieu of an on-site review.
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Table 12.4.1 Summary of Pilot Qualification and Training Guidelines

Guideline Tethered(UAS) Small (sUAS) Large

1. Weight of UAS N/A Less than 55 lbs / 25 kgs 55 lbs and greater

2. Pilot License Remote Pilot Certificate Remote Pilot Certificate or CAA

or CAA equivalent equivalent

3. Instrument Rating Required anytime this flight mode is used

4. Minimum Total Flight 0 0 100

Time in Manned Aircraft

5. UAS Flight Time Total 0 25 50

6. UAS Time in Model 0 15 25

Being Flown

7. Number of UAS 10 25 50
Missions / Profiles in UAS
Class Full cycles

8. Simulation Training OEM simulator may be used to CAA approved simulator course in
acquire 50% of UAS flight time the specific UAS or OEM computer
in model. based simulator or OEM pilot /
operator course.

9. Medical As appropriate for the UAS environment or as required by the CAA for the pilot license

10. Radio License and As required by the CAA or UAS environment

language

11. Flight Currency (must 1. 3 mission profile flights in the last 30 days or (1 for tethered)
be documented) in UAS
operation (visual, 2. 9 mission profile flights in the last 90 days in the type of operation and in the specific model UAS
instrument, night, etc.) planned (3 for tethered).

Flights should include: brief, preflight, minimum 5 minute flight, postflight, and debrief.

12. Crew Resource Orientation Orientation Initial course and recurrent every
Management (CRM) year

b. Initial and follow on operations determined to be of an increased risk, require a Concept of Operations
to be endorsed by EMAS. The Concept of Operations will include the following details of the operation to be
conducted:
1) Date / time of the operation and backup dates if required
2) Name of operator and type of UAS, to include payload
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3) Type of operation (flare tip inspection, mapping, survey, etc.) and tasks to be
completed
4) Compliance with CAA regulations (FAA Form 333, FAA Part 107, Waivers, Certificate
of Approval, Special Flight Operations Certificate (SFOC))
5) Deliverables (high definition photos, video, imagery, etc.)
6) Planning (site safety training requirements, ATC contact, etc.)
7) Area where the operation is to take place (drawing, picture, satellite or aerial view
representing the flight area, proximity to surrounding airports, and depiction of
hazards)
8) Safety mitigation (Job Safety Analysis (JSA), risk assessment / checklist, etc.)
9) Other information pertinent to the operation
12.6 OPERATIONS
12.6.1 All UAS operations should be controlled (flown) by a remote pilot in command (PIC). Completely
autonomous UAS operations should not be conducted. A remote PIC can control more than one UAV,
depending on the level of autonomy.
12.6.2 (U, T) All UAS operations (including night operations) should utilize one or more trained visual
observer(s) to assist the PIC with see-and-avoid responsibilities by scanning the area around the aircraft for
potentially conflicting traffic and assisting the PIC with navigational awareness.
a. Daisy-chaining observers to increase operational distance should generally be avoided; however,
operations involving daisy-chaining observers may be permitted if an acceptable risk assessment is
presented by the operator demonstrating the risks are sufficiently managed.
b. Visual observers should be trained in areas such as aviation terminology, VFR flight rules, airspace
requirements, and applicable aviation regulatory requirements.
c. Visual observers should meet any medical or physical requirements mandated by the appropriate
civilian regulatory authority (i.e. FAA class II medical exam or equivalent).
d. Visual observers should be designated as such and not share in any other duties associated with the
flight.
e. The visual observer(s) should have a reliable method of instantaneous communications with the PIC
such as two-way radios. Cellular phones are not considered reliable for this purpose. The PIC and visual
observer(s) together should have a view of the area that is sufficient to allow enough time for the PIC to de-
conflict as required.
f. When multiple visual observers are being used, it is important for the PIC to know which visual
observer(s) have direct visual contact on the aircraft.
12.6.3 (U, T) Visual Line of Sight (VLOS):
a. Operating within VLOS means that the PIC is able to maintain direct, unaided (other than corrective
lenses) visual contact with the unmanned aircraft which is sufficient to monitor its flight path in relation to
other aircraft, persons, vessels, vehicles, and structures for the purpose of avoiding collisions.
b. VLOS operations are normally accepted out to a maximum distance of 500 meters / 1,640 feet
horizontally and 122 meters / 400 feet vertically from the Remote Pilot. Operations at a greater distance from
the PIC may be permitted if an acceptable risk assessment is submitted.
12.6.4 Extended Visual Line of Sight (EVLOS):
a. EVLOS operations are operations where the PIC is still able to comply with his collision avoidance
responsibilities, but the need for the Remote Pilot to maintain direct visual contact with the unmanned aircraft
is addressed via other methods or procedures.
b. Collision avoidance is still achieved through ‘visual observation’ (by the PIC and / or UAS Observers).
All UAS operations should occur within visual line of site, or extended visual line of site range.
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c. Operations beyond visual line of sight are not recommended unless an approved method of aerial
separation and collision avoidance exists and the operations are in accordance with the governing countries
aviation policy.
d. The UAS operator should submit a risk assessment for the EVLOS operation. Factors to be taken into
consideration for the risk assessment should include as a minimum:
1) The procedures for avoiding mid-air collisions
2) Aircraft color and markings
3) Aircraft aids to observation of other aircraft / obstacles
4) Meteorological conditions and visibility, including background conditions
5) (cloud / blue sky)
6) The use of deployed observers
7) Operating range limits - suitable radio equipment should be fitted in order to be able to effect
positive control over the UA at all times
8) Contingency plans for loss of communication with the UAS
12.6.5 Night Operations (U, T):
a. Night operations for all category UASs may be considered if the operator provides a risk assessment
and sufficient mitigation. All night operations shall be conducted using IFR procedures / authorizations.
12.6.6 Instrument Flight Rule (IFR) Operations (U, T):
a. Operations under IFR should only be conducted if all governing regulations for IFR flight are met,
including pilot and aircraft airworthiness certification requirements.
b. A detailed risk assessment should be provided by the operator to ensure the extensive IFR
requirements are met.
12.6.7 Operations Manual (U, T):
a. All operators should have a flight operations manual and as a minimum, the manual should include all
the recommended content in this section noted below.
b. Procedures and checklist information for pre-flight, in flight, post flight, emergency procedures, and
limitations. Individual checklist for preflight applicable to model should be available.
c. Information on aircraft systems and performance.
d. The pre-flight briefing should include at a minimum:
1) Mission overview.
2) Hazards unique to the mission being flown.
3) Weather (current and forecast ceiling, visibility, and winds).
4) Mission altitude and operating area.
5) Lost Link, divert, and flight termination procedures.
6) Identification of any public or residential areas near flight path and associated privacy concerns.
7) Flight time and fuel / battery requirements.
8) Fuel reserves / minimum voltage requirements.
9) Frequencies to be used.
e. The equivalent of commercial aircraft “sterile cockpit procedures” should be used by the UAS operator
during critical phases of flight at the location used to control the UAS flight operation. These include:
1) Taxi and ground operations involving aircraft movement.
2) Take-off and landing.
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3) All other flight operations in which safety or mission accomplishment might be compromised by
distractions.
f. Cell phones and other electronic devices should be restricted to communications pertinent to the
operational control of the UAS and any required communications with Air Traffic Control.
g. Post flight activities should include a thorough debrief to review all phases of flight to address any
deviations from what was planned / briefed and any technical issues with the UAV. Debriefs should be
utilized as an opportunity for learning points and to stress adherence to operational procedures.
h. Lost communications link procedures.
1) There are many acceptable approaches to satisfy lost link requirements. The intent of any lost link
procedure is to ensure airborne operations remain predictable and within required safety
parameters.
2) Lost link procedures should comply with any regulatory requirements and the lost link solution will
need to comply with the last Air Traffic Control (ATC) clearance if applicable.
3) The appropriate ATC facility should be notified immediately, if applicable.
4) Lost link procedures should avoid flight over any populated areas and hazards, as well as any
frequently travelled flight paths.
5) The time and duration of each lost link event should be recorded by the operator and reported
through the incident reporting process.
6) The designated return site should be clear of any personnel and hazards in the event of an
immediate lost link return to base and landing.
i. Fatigue management plan with flight and duty time limitations minimally the equivalent to “for hire”
aircraft operations as required by the CAA for the country of operation. As a maximum, no pilot shall conduct
more than 8 flight hours of UAS operations per day and there shall be no continuous operations exceeding 3
hours in duration without a “crew rest” break.
j. Any required back-up equipment to support the operation.
12.7 COMMUNICATIONS (U, T):
12.7.1. UASs should be operated in a reliable radio frequency environment that minimizes the probability of
lost link and RF interference with nearby systems.
12.7.2. UAS operators should have a valid communications plan that ensures:
a. Every effort is made to ensure positive control of the UAS at all times.
b. A spectrum analysis to determine frequency strength, integrity, and areas of possible interference is
considered prior to UAS operations. The UAS should be operated in strict compliance with all provisions and
conditions contained within the spectrum analysis assigned and authorized. At a minimum, sources of
possible radio frequency (RF) interference such as microwave antennas and high voltage lines should be
identified and assessed prior to commencing operations.
c. Consideration should be given to the encryption of all command and return links when possible, or
when sensitive information is being collected.
d. All frequencies used to support safety-critical UAS functionality have been coordinated and licensed in
accordance with the appropriate licensing regime.
e. Consideration is given for quick access to back-up ground control systems (GCS).
f. Immediate availability of secondary power supplies for the GCS and all antennas.
g. Safe recovery of the vehicle in the event of loss of communications link.
12.8 SAFETY (U, T)
12.8.1 All UAS operators should have an incident reporting system that tracks and reports all mishaps,
potential mishaps, control link events, and near misses. This system should provide for analysis and
improvements made as a part of the operator’s Safety Management System (SMS).
12.8.2 Appropriate air traffic control should be immediately notified in the event of any emergency, loss of
command link, loss of visual contact, or any other malfunction that would impact safety or operations.
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12.8.3 All UAS operators should be equipped with any specialized equipment that may be required in the
event of a mishap. For example, some composite material may require specific handling and equipment
when the integrity of the composite is compromised.
12.8.4 All pilots / operators should wear a Safety Vest indicating that they are not to be disturbed while
piloting a UAS.
12.8.5 All UAS operators should conduct a thorough risk analysis and hazard identification process, working
closely with the business line to ensure an accurate level of risk is portrayed and effective mitigation
measures are considered.
a. In the event there is a significant change in the risk assessed flight profile, flight operations should
cease and a new risk assessment should be accomplished in a controlled environment (not in the field) to
avoid overlooking potential risks.
b. The risk analysis should include a hazard analysis of all hazards (power lines, towers, other elevated
structures, etc.) within 1 statute mile of the proposed flight path and these hazards shall be posted on maps /
tracking systems used to monitor the UAS operations. These hazards should be part of the pre-flight
briefings to the pilot operating the UAS (see 12.6.7.d).
c. The risk assessment should include any requirements for the UAS to be explosion proof (see 12.2.5).
12.8.6 No flights should be conducted when icing conditions could present a hazard.
12.8.7 If operating from a ship, metallic surface, or in the vicinity of possible Electromagnetic Interference
(EMI), consideration should be given to conducting manual control UAS operations. Manual operation test
flights may be preferred until EMI risk is mitigated if EMI is suspected in the area.
12.9 MAINTENANCE (U, T)
12.9.1 A maintenance program should be in place to insure the airworthiness of any UAS being utilized. This
program should comply with all governing regulations and policy.
12.9.2 The program should, at a minimum:
a. Have a maintenance policy and procedures manual
b. Include a pre-flight and post flight inspection of the vehicle and control stations and have an
associated logbook to track inspections.
c. Include a pre-flight and post flight inspection of the ground control station.
d. Incorporate a logbook to track flight hours and any inspection intervals or component replacement
times and life limited items (i.e. batteries).
e. Software and hardware changes should be documented as part of the normal maintenance
procedures.
f. Maintain a record of malfunctions (loss of link), damage, and serial numbered parts requiring
replacement.
g. A training and evaluation program for each operated system.
h. A Quality Assurance (QA) program should be utilized for each vehicle operated, including both field
level and depot level maintenance intervals.
12.10 CERTIFICATES OF INSURANCE
The affiliate Procurement contact should determine the level of insurance specified by the contractor is in
line with Company Risk Management Guidelines.
12.11 TETHERED UAS OPERATIONS
12.11.1 Tethered UAS operations may be conducted by selected ExxonMobil employees provided each
person operating the UAS has taken an approved EMAS course of instruction and possess a FAA Remote
Pilot Certificate or CAA equivalent.
a. The Tethered operator must attend and pass a commercial / third party training program endorsed by
EMAS and possess a FAA Remote Pilot Certificate or CAA equivalent.
b. Operators and UASs should meet all applicable EMAS and regulatory guidance.
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12.11.2 Tethered UASs must be cabled to a ground station specifically designed for UAS utilization and
secure the UAV for which is was designed.
12.12 BEYOND VISUAL LINE OF SITE (BVLOS)
Beyond Visual Line of Sight Operation (BVLOS) are operations where none of the flight crew, including
Visual Observers maintain visual contact with the aircraft. Operations beyond visual line of sight are not
recommended unless an approved method of aerial separation and collision avoidance exists, and the
operations are in accordance with the CAA’s requirements.
12.12.1 If BVLOS operations are conducted, the operator should submit a safety case including a risk
assessment for the BVLOS operation. Factors taken into consideration should include:
a. Procedures for avoiding collisions including Detect and Avoid Technologies mentioned above.
b. Operating range limits - suitable communication equipment should be fitted in order to effect positive
control over the aircraft at all times.
c. Contingency plans for loss of link event.
d. Ground risk of the operational area, avoid flights over residential areas.
e. Aircraft size and configuration.
f. Aircraft color, markings, and lighting.
g. Aircraft aids to observation.
h. Meteorological conditions and visibility (to crewed aircraft), including background conditions
(cloud/blue sky).
i. The use of deployed observers to view the aircraft during portions of its flight or at checkpoints.
j. Visual observers are required during all takeoffs and landings.
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SECTION 13 – TABLES, CHARTS & FORMS

LISTS OF TABLES, CHARTS AND FORMS

TABLES
a. TABLE 4.8 – AIRPLANE RECOMMENDED EQUIPMENT
b. TABLE 4.9 – HELICOPTER RECOMMENDED EQUIPMENT
c. TABLE 5.5 – PILOT CURRENCY & TRAINING REQUIRMENTS
d. TABLE 5.6 – ENGINEERING & SUPPORT POSITIONS
CHARTS
a. CHART 4.10 – HOSTILE / NON-HOSTILE ENVIRONMENT DECISION
b. CHART 7.4 – ADVERSE WEATHER
FORMS
a. FORM 1.9 – FLIGHT ACTIVITY SUMMARY
b. FORM 10.1 – EMERGENCY FLIGHT CHECKLIST
c. FORM 10.2 – OVERDUE AIRCRAFT CHECKLIST
d. FORM 10.3 – AIRCRAFT ACCIDENT CHECKLIST
e. FORM 10.4 – INCIDENT / HAZARD REPORT
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TABLE 4.8 – AIRPLANE RECOMMENDED EQUIPMENT

M = Mandatory R = Recommended LT = Long Term = one year or over O = Optional
Multi Multi Single Engine
Equipment EngineTurbine Engine<5700 Airplanes
& Jet >5700KG KG

Operated by two qualified crew M M (2)

IFR Certified M
Autopilot M M R
1 DME (where available)
1 ADF (2 Required if ADF is sole source of Navigation)
2 VOR / ILS M

CVR / FDR, when required by Local CAA / Company O

Radio Altimeter with audio and visual alert M MLT / R
Weather Radar (color screen preferred)
Public Address (PA ) System MLT RLT

Traffic Collision Avoidance System (TCAS) MLT / R R

Enhanced Ground Proximity Warning System (EGPWS) or equivalent MLT / R R

Enhanced or synthetic visual system Should be evaluated by assigned EMAS Aviation Advisor

Satellite Flight Following w/panic button & light indicating proper operation MLT / R

2 VHF Transceivers
1 HF Transceiver, (if VHF coverage area not assured
GPS (IFR TSO preferred)
Mode C or S Transponder with ADS-B (or equivalent) M
ELT with TSO 126 & GPS (remote area) preferred (4)
First Aid Kit
Passenger Briefing Cards
Fire Extinguisher with pressure gauge
Collision Avoidance System - active interrogating only (Where available) RLT

Flight Data Monitoring, crashworthy systems preferred if available (1) MLT

Portable Emergency Radio Beacon (EPIRB) (4) MLT / R

O
Engine Monitoring System (1) RLT / O

1 Raft with ability to attach to aircraft via lanyard M extended overwater flights M Float

O Planes
Sonar Transmitter (pinger), Attach to CVR if equipped
Survival Equipment, appropriate for environment being flown (e.g. Arctic, R M
jungle, desert, jungle, sea, etc.)
Life jackets with attached single devices, and water activated lights. Crotch M for Extended Overwater Flights or for floatplanes M wear
regardless of distance flown overwater.
strap design preferred.

Cabin Heat M for temperatures below 15C

Carbon Monoxide Detector in Cockpit (electronic) M with fuel / shroud heaters M Piston

De-Icing Equipment (3) M for known, forecast or anticipated icing conditions

Medical Evacuation Kit Capability O

Large Cargo Door capability
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NOTES

See Section 6, Operational Criteria, for additional role specific requirements.

All night flights SHOULD be flown with multi engine turbine, equipped for IFR flight, using IFR flight procedures.
(1) When an approved modification exists for the aircraft type.
(2) Role specific single pilot with second qualified crewmember for VFR operations discussed in Section 6.
(3) Airplane de-icing equipment should be approved and functioning for the prevention or removal of ice
accumulation, or be certified for a limited icing clearance approved.
(4) 406 MHz preferred (see Section 10).
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TABLE 4.9 – HELICOPTER RECOMMENDED EQUIPMENT

M = Mandatory LT = Long Term, one year or over R = Recommended N / R = Not Required O = Optional
Multi-Eng 10 or Multi-Eng 9 or less
Equipment Single Engine
more passengers passengers
Operated by two qualified crew
M (3)
IFR Certified
Autopilot or AFCS
2 primary Transceivers with 1 VHF minimum
Mode C or S Transponder
M
ELT with TSO 126 & GPS (remote area) preferred (5)
Passenger Briefing Cards
GPS (IFR TSO preferred, non IFR Single Eng accepted)
1 HF Transceiver M, if VHF coverage is not assured for the entire area
1 ADF, 2 required if ADF is only navigation source
N / R VFR (7) O
2 VOR / ILS & 1 DME (where DME is avail.)
Instantaneous Vertical Speed Indicator (IVSI) M IFR and / or Offshore M Offshore
Radio Altimeter with audio and visual alert (9) M IFR and / or MLT / R M Offshore
Weather Radar with color screen (min scale 2.5nm) Offshore N / R VFR (7)
Public Address / intercom (PA) System
M M (4)
(12)
Loud Hailer with externally mounted speaker RLT (8) M single pilot / R MLT
CVR and / or FDR - as mandated by CAA RLT (Req'd for HUMS and / or HOMP) O
Satellite Flight Following w/ panic button & light indication of proper MLT / R
operation

Enhanced or synthetic visual system Should be evaluated by assigned EMAS Aviation Advisor

Enhanced Ground Proximity Warning System (EGPWS) or equivalent

Helicopter Terrain Awareness System (HTAWS) (13)
Flight Data Monitoring, crashworthy systems preferred if available
MLT
Health Usage Monitoring System (HUMS) with Advanced Anomaly
Detection (AAD) or equivalent (10)
Upper Torso Restraints, ALL seats, with quick release all straps (2)
2 First Aid Kits
M 1 each M
2 Fire Extinguisher with pressure gauges
Raft(s), tethered to aircraft - M Offshore (6, 8) 2 rafts w / 50% overload Minimum 1 raft
Altitude Voice Alert Device (AVAD) (11) RLT
M Night Offshore / R O
Emergency Exit Lighting System
RLT Offshore
External Mounted Life Rafts
Aircraft Flotation Equipment
Passenger life vests, constant wear (1)
M offshore
Emergency pop-out exit windows (2)
Life Raft Emergency radio / beacon / transponder (5, 6)
Sonar Transmitter (Pinger) (5, 6)
Pilot vest w / voice capability Emergency Radio (1, 5) M offshore and Remote areas
Auto Inflation of Fuselage Floats
MLT Offshore / R
Search and Rescue Transponder (SART) Beacon
Offshore - M if req'd by CAA, R -if risk analysis justifies
Approved Immersion Suits crew / Pax (See Section 10)
M for all appropriate for environment
Survival Equipment M for all appropriate for environment
Emergency Breathing System (EBS) M offshore
Traffic Collision Avoidance System (TCAS) - interrogating only (If certified).
M
TCAS 2 preferred where approved
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Multi-Eng 10 or Multi-Eng 9 or less

Equipment Single Engine
more passengers passengers
High Visibility Pulse Lights
Mirrors for external situation awareness M (if available) to improve situational awareness outside aircraft
Heating for Cabin MLT for temperatures below 15 C / R
Litter Kit, Cargo Hook, Hoist, Aux. Fuel O (8)
De-icing equipment M (6) for known, forecast or anticipated icing conditions

NOTES
(1) Where TSO approved and available life vests with crotch strap design preferred.
(2) When an approved modification exists for the a / c type and it is recommended by assigned Aviation Advisor. Shoulder harnesses should
be designed for each strap to release and not allow a closed loop entrapment hazard. Consideration for more than 2 across seating per
window should only be when the following conditions are met:

a. The aircraft must have the new large exits.

b. The seating must be straight across aligned with the emergency exits.

c. EBS must be in use and training completed.

d. All other aircraft will be on a case by case basis.

e. Legacy aircraft will not be endorsed.

(3) All night flights SHOULD be flown with multi-engine aircraft, equipped for IFR flight, using IFR flight procedures. Role specific single pilot
with second qualified crewmember for VFR operations discussed in Section 6.
(4) Should have means of communication with passenger compartment, may be a phone type system.
(5) Sonar Underwater Acoustic Beacon (transmitter) direction finding (homing) device which is used by a vessel to locate a submerged
helicopter, should be available in the country of operation and provided by the aircraft Operator, if not available through a national SAR
organization.
(6) See Section 6 & 10 for additional details on deicing / emergency response equipment. Life rafts should be reversible or self-righting.
(7) When flown IFR, these items are mandatory.
(8) Optional items are added based on role specific mission requirements (Section 6 - 7).
(9) Dual display required for dual pilot or IFR operations Long Term and AVAD (Automatic Voice Alert Device). For standalone units, analog
displays should be used.
(10) HUMS reference is CAP 753 or equivalent, and UMS is EASA OPS AMC2 [Link].H.305(b) or equivalent.
(11) Not required if an EGPWS is installed that provides equivalent capability over water.
(12) A means of two-way communication between the passenger cabin and cockpit is recommended for long term contracts.
(13) Required for hostile environments.
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TABLE 5.5 – PILOT CURRENCY & TRAINING REQUIREMENTS

(See Pars. 5.1- 5 .3 and Sections 6 and 7 for additional Role Specific Training Requirements)

Multi Engine Airplane Single

Multi Engine Helicopters
(1,8, 13) Engine
> 5700kg ≤5700kg Helo and > 5700kg ≤5700kg
& All Jets Airplane
Aircraft Captain Qualifications (11)
License ATPL ATPL CPL ATPL(H) ATPL(H)*
Instrument Renewal on Contract Aircraft Current Current (12) Current Current (12)
Total Hours (10) 4000 3000 1500 3000 2000
Total Hours Command (10) 2500 1500 1000 1500 1000
Jet Time with 50% Jet Command (10) 2000
Total Hrs Multi-Cmd (1/3 may be ICUS) (7,9,10) 2000 1200 1200 500
Total Hours in Similar Aircraft Complexity 500 for All
Total Hours Cmd on Type (all may be ICUS) (7) 100 for All (up to 50% may be obtained in flight simulator)
* For VFR day operation pilots may be Commercial rated

Co-Pilot Qualifications
License Commercial (CPL) for ALL
Instrument Rating - Helo or Airplane Current Current Current (12) Current Current (12)
Total Hours 1000 500 500 500 500
Total Hours Multi 500 250 500 250
Total Hours Command 100 100 100 100 100
Total Hours Jet 100**
Total Hours on Contract Type 50 for ALL (up to 50% may be obtained in flight simulator)

**Applies only to pilots of jet aircraft

Both Pilot & Co-Pilot Qualifications

English fluency IAW ICAO Level 4 requirements ALL
Type Rating on Contract Aircraft Current for ALL
Total Hours Previous 90 days (2) 30 hours in 90 days, 10 in Type Aircraft
Approach Recency prev. 90 days (4) 1 / type 1 / type 1 / type 1 / type
Medical Certif. Appropriate for license Current for ALL
Night Recency previous 90 days (3) 3 cycles 3 cycles Not Auth. 3 cycles 3 cycles
CRM or ADM, initial / refresher (6) Annual
CFIT Prevention Training ALL Aircraft Types – Airplanes & Helicopters
Loss of Control in Flight (LOC-I) / Upset Prevention
Multi Engine & Single Engine Airplanes
& Recovery Training (UPRT)
Experience in Topographical Area and in the Specified One year Exp. Similar to that specified in contract (i.e. arctic, offshore, mountain,
Operations (11) desert, jungle, or international flights).
Helo Linked Life Raft Sys, 1 Cycle Annual Annual
Hoist, 90 days (5) Not Auth. 3 cycles 3 cycles
Helo Hook - periodic intervals (5) Annual 3 cycles 3 cycles
Helo Underwater Escape Training Offshore Pilots Every 4 Years
Accident & Violation Record 2 Years Accident Free for Human Error Causes & Violation Free
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NOTES

(1) The requirements for ≤5700kg also apply to the following types that have maximum take-off weights >5700kg: King Air 300, Fairchild
Metro III / 23, SC-7 Skyvan, & Dornier 228 series.
(2) When a pilot or co-pilot fails to meet 30 hours in the previous 90 days, a non-revenue check flight by a qualified company check
or training pilot should occur. This is not to be used as a permanent mitigation in lieu of meeting the requirement, and must be
discussed with an EMAS advisor. Completion of an approved simulator syllabus will be required when unable to meet the flight
hour minimums on a recurring basis.
(3) Required if potential for night flight exists. One Night Cycle consists of a night take-off and a stabilized approach to a landing.
For offshore helo ops, two of the 90 day currency events should be conducted to the offshore installation, the other two 90 day
currency events may be conducted in an approved Level D simulator to an offshore installation, and must include takeoff and
landing emergencies. Night Ops require two IFR pilots, IFR multi-engine aircraft, and IFR procedures.
(4) Approach recency is to be made to the specific approach type(s) available for use by the contract aircraft type (e.g. NDB / GPS /
ILS / VOR / DME, etc.).
(5) If equipped, for Hoisting one cycle consists of one complete winch (in/out) or for External Loads one load pickup and reposition.
Interval may be reduced by review of an EMAS endorsed Aviation Advisor.
(6) Crew Resource Management (CRM), or for single pilot aircraft Aeronautical Decision-Making (ADM). Included should be a block
of instruction on fatigue management. Refresher can be short block of ground instruction and part of annual route check.
(7) For In Command Under Supervision (ICUS) multi-engine requirements, the requirements of Paragraph 5.4.4 must be met.
(8) Pilots of airplanes with pressurized hulls, on long-term contracts, should complete hypoxia ground training.
(9) For night command flight, 50 hours must be night time.
(10) May be considered for reduction if a competency-based training program exists meeting the requirements of Par. 5.4.5.
(11) For float equipped airplane flights, Captains should have a float endorsement and a minimum of 500 hours float experience.
(12) Required for IFR, other requirement for Instrument Rating depends on role or task but in all cases current and demonstrated
competence is required (inadvertent IFR recovery).
(13) For multi-engine aerial patrol, non-cargo and non-passenger carrying only, refer to single-engine column in table.
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TABLE 5.6 – ENGINEERING & SUPPORT POSITIONS

Aerial Helideck
Observer or Landing
Chief Chief
Non-Pilot Eng. Eng. Load Officer (HLO)
Eng.
Experience Crewmember Eng.
Master
Dispatch
/ Helideck
Helo Airplane Helos
Airplane Assistant
(Flight
Attendant) (HDA)

Supervisory Role 1 Year

Total time on Helicopters 5 Years 2 Years 1 Year

Total time on Airplanes 5 Years 2 Years

Total time in Field Operations 2 Years 1 Year

Qualifications

Appropriate ratings (airframe,

power plant, instrument or
Yes
avionics) issued by local civil
aviation authorities.

Approved factory course or

regulatory approved program
Yes (2)
on aircraft type and engine for
aircraft type being maintained.

Crew Resource Management Yes If a member of an aircraft crew, include in crew

(CRM) / Aeronautical Decision CRM / ADM programs
Making (ADM)

Human Factors Training with Yes, minimum of every 2 years; annually

inclusion of fatigue preferred for long-term contracts
management.

Formal training and field

experience in helicopter
Yes, minimum
external lift, winch and cargo
requirements. Full knowledge 1 Year experience (1)
of local Civil Aviation
requirements.
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Formal training and experience Yes, minimum

in radio operations, observation
techniques, duties and 1 Year
obstacle/hazard identification. experience (1)

Formal training and experience Yes, minimum

in radio operations, aircraft
dispatching and weather 1 Year experience (1)
observations.

Refresher Training conducted, Yes, maximum interval

Yes, maximum interval two (2) years
including testing on knowledge three (3) years
of applicable manuals
Inclusive of CRM/ADM as applicable above. Annual refresher training is preferred for long term contracts.

NOTES
1. Alternatively for experience, competency checked by Company personnel. Flight Attendants are exempt from radio requirements.
2. In some countries, the CAA does not approve such courses. Notwithstanding, the Operator should have a written training program
for each aircraft/engine type.
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CHART 4.10 – HOSTILE / NON-HOSTILE ENVIRONMENT DECISION

TYPE OF AIRCRAFT REQUIRED

NON-HOSTILE ENVIRONMENT HOSTILE ENVIRONMENT

SINGLE ENGINE OR BETTER ACCEPTABLE MULTI ENGINE REQUIRED

In the event
of an Engine
Failure

Is landing area N
acceptable?
#1

Is SAR N
acceptable?
#2

Flight is Acceptable with

Y
Multi Engine
#4
Occupants
Protected from N
Elements?
#3

#1 No serious injury to occupants or 3rd

parties
N
Is it day light?
#2 Can occupants be rescued within allowable survival time
and does flight following provide for adequate notification to
achieve satisfactory response? (See AOG Section 10)
Y
#3 Are occupants protected from environment pending
arriving of SAR within prescribed exposure time? (See
AOG Section 10)
Is Weather N
Routine? #4 Aircraft / Crew properly equipped & trained as
#4 prescribed in AOG for operations being flown. For
offshore helicopters, see Section 7 for additional
information.
Y
#5 HOSTILE / NON HOSTILE operations environment
discussed in paragraph 4.1 AOG.
Flight is Acceptable with
Single Engine or better
#4
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CHART 7.4 – ADVERSE WEATHER

OFFSHORE HELICOPTER
FLIGHT
REQUEST WEATHER DECISION CHART

EMERGENCY
ROUTINE OPERATIONS PRECAUTIONARY OPERATIONS OPERATIONS

Single Engine, Single Pilot, or Better Multi Engine Multi Engine, Dual Pilot, IFR only

EMERGENCY OPERATIONS ONLY AFTER CONSULTATION WITH CONTRACTOR & COMPANY MANAGEMENT
PILOTS CONSULT WITH COMPANY SUPERVISOR & REACH AGREEMENT ON CONTINUING FLIGHT
Is it
snowing on
Y
Helideck?

Is there Can the Ice

Ice on
Y or Snow be
N
Helideck? removed?

N Y

Sea Spray Y
over
Helideck?

N PRECAUTIONS TO TAKE BEFORE FLYING

Y
1. Suspend flights to unnamed structures.
Winds 2. Passengers briefed on helideck safety precautions.
Greater than Y Winds Greater N
52 Knots? than 59 Knots? 3. Assign helideck assistance.
#1, #6 #1, #6
4. Advise inbound flights of weather conditions.
N 5. Ensure SAR procedures can be implemented.

Signif.
Waves Over Y Signif. Waves Y
5.5 Meters? over 7.0 meters
#1, #6 #1, #6

N
N Cease
Operations
Weather Weather Day except in case
less than 600 ft, Y less than 400 ft, N VFR Flight of Emergency
3 miles? 2 miles? Acceptable #5
#1 #1 #2

N Y

N IFR Capable IFR Flight

Is it Night-time? Y Helicopter & Dual
Y Acceptable
#3
Pilot Crew? #2
N

Is the
Is the N
Environment Y Helicopter N
Hostile?
Multi-engine?
#4

N Y

#1 See Aviation Guide Section 7 - "Offshore Helicopter Adverse Weather Limits", and
Is the Verify helicopter company operations manual
Helideck on Y Pitch > +3° #2 If authorized by helicopter company operations manual
Floating Heave >1.0 m/sec #3 Night flights offshore without IFR capable crew must be over land
Structure? Roll > +3°
30 minutes prior to sunset
N
N #4 See chart "Hostile/Non Hostile Environment" (Section 4)
#5 Approval for Emergency flights is detailed in Company or National distress manuals.
Day N Y These may sanction flying in this zone subject to urgency and operator agreement.
VFR Flight #6 See Pitch, Roll, Heave Limits, Aviation Guide, Section 7 - "Offshore Helicopter Adverse
Acceptable
#2 Weather Limits"
#7 Based on Operator's Flight and Operations Manuals, and the Aviation Guide.
Verify limits
are acceptable
Y #7

Drawing1
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FORM 1.9 – AIRPLANE FLIGHT ACTIVITY SUMMARY

(Submit annually or upon completion of ad hoc flights)
Affiliate Name: Operator Name:

Year: ExxonMobil Aviation Contact:

Aircraft Model Aircraft Model Aircraft Model Aircraft Model

# Airplanes # Airplanes # Airplanes # Airplanes Totals

0
1 Total Flight Time
(do not include time when the 0
aircraft is not in flight)

2 Total No of Flights
(1 take-off with 1 landing) 0

3 Total Passengers
(sum for all flights) 0

4 Total System Operating Expense

(state currency) 0
Note: Including depreciation

5 Facility Operating Expense

(if not captured above)
(state currency)

6 Capital Expense
(actual CAPEX YTD)
(state currency)

7 Number of Personnel
(headcount required to oversee Company: Contract: Total:
aviation operations) 0

Return to Aviation Advisor via e-mail when completed

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FORM 1.9 – HELICOPTER FLIGHT ACTIVITY SUMMARY

(Submit annually or upon completion of ad hoc flights)
Affiliate Name: Operator Name:

Year: ExxonMobil Aviation Contact:

Aircraft Model Aircraft Model Aircraft Model Aircraft Model

# Helicopters # Helicopters # Helicopters # Helicopters Totals

0
1 Total Flight Time
(do not include time when the 0
aircraft is not in flight)

2 Total No of Flights
(1 take-off with 1 landing) 0

3 Total Passengers
(sum for all flights) 0

4 Total System Operating Expense

(state currency) 0
Note: Including depreciation

5 Facility Operating Expense

(if not captured above)
(state currency)

6 Capital Expense
(actual CAPEX YTD)
(state currency)

7 Number of Personnel
(headcount required to oversee Company: Contract: Total:
aviation operations) 0

Return to Aviation Advisor via e-mail when completed

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(EXAMPLE)

FORM 10.1 – EMERGENCY FLIGHT CHECKLIST

1. To ensure communications are uninterrupted, have all aircraft and vessels clear the radio or standby, if
possible. Complete the following form:

** AVOID MENTIONING NAME OF INDIVIDUAL ON OPEN AIR WAVES **

Name of requester: ______________________ Company: ____________________

Phone number or freq: __________________________________________________
Location of injured person(s):_____________________________________________
Nature of injury: ________________________________________________________
Nearest suitable landing location: __________________________________________
Male______ Female______ Is stretcher required? Yes______ No______
Is Medic/doctor required on site? Yes____ No____
Is ambulance required? Yes____ No____
Affiliation of injured person(s):
Weather:

2. ____ Notify the Local Company Aviation Contact at ( - - ).

3. Are there aircraft/vessels in the immediate area?

____ YES (Continue with checklist)
____ NO (Call commercial Medevac, at ( - - ) and put on standby status)

4. Are there communications with aircraft/vessels in the area?

____ YES (Tell them to standby this freq & continue with checklist)
____ NO (Continue with checklist)

5. ____ Coordinate evacuation with the company representative and determine who is to pick up
injured person(s). Pass any information needed to provide a speedy, safe, pick up and transportation.

6. ____ Notify hospital, if medevac destination will be a hospital and request an ambulance if
required.
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(EXAMPLE)
FORM 10.2 – OVERDUE AIRCRAFT CHECKLIST

Persons receiving notification of an overdue aircraft should gather the following information:

Date: _________________________

Time: __________

1. Name of Caller: _________________________________________________

Phone #: _____-_____-_________ Aircraft Tail #: ________________

Aircraft Type: _____________________ Operator Name: _______________

Overdue at what location? _________________________________________

Flight Following should take the following actions:

2. ____ Attempt to verify status if aircraft is equipped with satellite flight following by checking
computer location. If not satellite equipped, of if computer location shows an alert or stop of
movement at an unexpected location then check. If the pilot has cell phone, attempt a call
directly to the pilot. Ramp checks at nearby locations, nearby aircraft, or through other
communications means (vessels, aviation agency, etc.). Once status has been verified or if
unable to verify, proceed with this list.
3. ____ Notify the local affiliate aviation contact ( - - ) who will continue with the checklist.
After this notification is complete, resume normal flight following procedures. If unable to
contact, proceed to step 4 and continue the checklist.

Local affiliate aviation contact should take the following actions:

4. ____ Notify the appropriate Company Manager (Operations Manager, or higher, if Operations
Manager is unavailable).
5. ____ Attempt to divert other aircraft or vessels (offshore only) to the area, weather permitting.
6. ____ Notify aircraft owner of status.
7. ____ Notify the search and rescue agency ( - - ), as appropriate.
8. ____ Verify that the aircraft operator has notified the local aviation regulatory agency ( - - ).
9. ____ Determine number of personnel and names through Flight Following or manifest from the
aircraft home base.
10. ____ Notify Aviation Services Advisor.

Amend form as necessary by adding telephone numbers, etc.

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(EXAMPLE)
FORM 10.3 – AIRCRAFT ACCIDENT CHECKLIST
Person receiving the notification should take the following actions:

Time: __________

1. Gather the following information:

* Nature of accident: _____
* Location of accident: ___
* Medical assistance needed: ___
* Number of injured personnel: ___
* Aircraft Tail #: _____
* Name/tail # of person observing accident: _____
* Contact telephone # or frequency: ___
* Is anyone on the scene? ___
* Weather and sea state (if offshore): _____

2. ___ Notify commercial medevac if needed for injured personnel (if available).
3. ___ Notify the company aviation contact ( - - ) who will continue with the checklist. After this
notification is complete, resume normal flight following procedures. If unable to contact,
proceed to Step 4 and continue the checklist.

Affiliate Aviation Contact should take the following actions:

4. ___ Notify the Company Operations Manager (or higher, if Operations Manager is unavailable).
5. ___ Notify the owner of the aircraft ( - - ).
6. ___ Provide any assistance that may be needed in the rescue effort.
7. ___ Determine number of personnel on board and names through Flight Following or a manifest at the
home base of aircraft.
8. ___ Verify that the local regulatory agencies have been notified by the aircraft owner.
9. ___ Notify Aviation Services Advisor.

Note: Keep radio/telephone traffic to a minimum. Pass only facts, not rumor.

Amend Form as necessary by adding telephone numbers, etc.

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(EXAMPLE)

FORM 10.4 - INCIDENT/HAZARD REPORT

A. CONDITIONS
Aircraft Type Tail # Date From To Location

Landing Area Cond. Lighting Flight Condition Weather Condition Flight Phase

B. DESCRIPTION OF HAZARD/INCIDENT OR SUGGESTION

C. WHY DID THE HAZARD OR INCIDENT OCCUR?

D. YOUR RECOMMENDATION(S): For Prevention Or Improvement?

Name: ___________________________________ Phone Number: __________________________________

Company Name: __________________________ Country: _____________________ Date: _____________

E. MAINTENANCE ORGANIZATION - Review / Recommendations

Dir. Maintenance: _________________Date: ____________

Page 1 of 2
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(EXAMPLE) CONTINUED
FORM 10.4 - INCIDENT/HAZARD REPORT

F. FLIGHT OPERATIONS - Review / Recommendations

Chief Pilot: ______________________ Date: ____________

G. MANAGEMENT - Actions / Conclusions

1. Accepted. Isolated case with no further action required: Yes: No:

2. Short Term action to be implemented:

3. Long Term action to be implemented:

H. AVIATION SERVICES - Actions

1. Date & Time Received: _____________________________________ File #: _______________________

2. Distributed to Affiliates as appropriate: _____________________________________Date: _____________

3. Compiled into summary: ______________________________________________ Date: ____________

4. Follow-up to originator completed: ________________________________________ Date: ____________

Page 2 of 2
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FORM 10.5 - AOG CHANGE RECOMMENDATION FORM

Note: This form is to be completed and submitted for all change recommendations to this AOG. Please
include as much information as possible to substantiate the change to include proposed wording.

Page/Section/Paragraph Change or New Item:

Proposed Wording for Change:

Justification for Change:

Place X in Appropriate Location: _____ Urgent Change _____ Non-Urgent Change

Assigned Aviation Advisor Comments:

AOS Manager Comments/Take Exception/Take No Exception:

 Page 1401
Aviation Services Aviation Operations Guide
HIISTORY OF PREVIOUS Reissue: 20 March 2025
REVISIONS

SECTION 14 – HISTORY OF PREVIOUS CHANGES

28 March 2024
Paragraph Changes – are all noted in blue text and left vertical bar

Very minor editorial/grammatical changes, etc. are marked noted as above, but not detailed as
Multiple
changes in the list of changes

1.7.4 Changed reference to read: “690, Offshore Helicopter Recommended Practices.”

Changed paragraph to read: “Passengers who regularly commute offshore (outside the
autorotational distance of land) by helicopter should receive helicopter underwater escape
training (HUET). This is defined as any employee or contractor who travels offshore by helicopter 3
3.9.1 or more times in any 12 month period. The training includes egress from a helicopter, ingress /
egress of the survival raft, use of emergency equipment located in the helicopter, life raft, and
those worn on the survival vest or suit. One-off exception requests for this training should come
from the Lead Country Manager (LCM), equivalent, or designee.”

Changed paragraph to read: “Aircraft used for long-term operations should not be more than 20
4.2.4
years old during the planned contract period.”

Added paragraph: Clean, clear glass jars of at least 1 quart capacity, with wide necks and screw
caps, or closed sampling clear glass containers “Visijars”, should be used for product examination
in connection with the visual appearance check and Shell water detection procedure, and should
9.1.2
not be used for flushing activities before sampling. Sampling containers and “Visijars” should be
kept clean at all times by routine cleaning and appropriate maintenance. Buckets used for flushing
should be manufactured from stainless steel or lined with white enamel.

27 March 2023
Paragraph Changes – are all noted in blue text and left vertical bar

Very minor editorial/grammatical changes, etc. are marked noted as above, but not detailed as
Multiple
changes in the list of changes

ix Changed definition of NOTAM to Notice to Air Missions

Added the wording: “providing aviation services to any Company, Functional Organization, or their
1.4.1
Affiliate groups.”

Edited paragraph to read: “All aircraft, aircraft records, and supporting operational and
4.2.3
maintenance programs are subject to review and endorsement by EMAS.”

4.4.1.e Changed service life interval for flex hoses from ten (10) to twelve (12) years.
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HIISTORY OF PREVIOUS REVISIONS Reissue: 20 March 2025

27 March 2023
Paragraph Changes – are all noted in blue text and left vertical bar

Added paragraph (2): “Any unsuccessful download,or inability to download the system, preventing
4.4.7.b.2 a review for exceedances either between or at end of the day flights, shall result in the aircraft
being removed from operation until the system can be successfully downloaded and reviewed.”

Added the wording: “Surrogate foam test, or water equivalency test may also be utilized, as
8.0.7.c
appropriate.”

Pg. 1211 Added section 12.12 – Beyond Visual Line of Site (BVLOS)

Changed note 5 to read: “Sonar Underwater Acoustic Beacon (transmitter) direction finding
Pg. 1307 (homing) device which is used by a vessel to locate a submerged helicopter, should be available in
Note 5 the country of operation and provided by the aircraft Operator, if not available through a national
SAR organization.”

29 March 2022
Paragraph Changes – are all noted in blue text and left vertical bar

Very minor editorial/grammatical changes, etc. are marked noted as above, but not detailed as
Multiple
changes in the list of changes

Added HVAC flex hoses to list of elastomerics and flex hoses that should be replaced every ten (10)
4.4.1e
years of service life.

5.1.4 Added requirements to contact EMAS if flight/duty time exceedance is expected.

5.4.3 Simulator training is now required a minimum of every six months.

Added: When two qualified captains are scheduled to operate a flight together, one will be
5.4.7
designated as the pilot-in-command for that trip prior to dispatch of the flight.

5.6.6 Rescue equipment list revised to mirror CAP 437 requirements.

6.2.1 Changed minimum fuel requirement to no less than 30 minutes.

6.2.2b Changed minimum fuel requirement to no less than 30 minutes.

6.9.5d Added flight hour restriction requirements for ambient temperature and climate control systems.

6.9.10 Added over water flight section requirements for aerial patrol.

6.11.1 Added requirement for pre-flight risk assessment program.

9.1.1c Edited wording to comply with current filtration standards.

Pg. 1306 table

Emergency Breathing System (EBS) now Mandatory
4.9
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29 March 2022
Paragraph Changes – are all noted in blue text and left vertical bar

Pg. 1306 table

Traffic Collision Avoidance System (TCAS) now Mandatory
4.9

Pg. 1308 table

Changed total hours in previous 90 days requirement to “30”
5.5

Pg. 1309 note Changed total hours in previous 90 days requirement to “30”. Added additional wording for clarity
(2) of 30/90 rule and equivalent level of safety extenuations.

Pg. 1309 note Added: For multi-engine aerial patrol, non-cargo and non-passenger carrying only, refer to single-
(13) engine column in table.

31 March 2021

Paragraph Changes – are all noted in blue text and left vertical bar
Very minor editorial/grammatical changes, etc. are marked noted as above, but not detailed as
Multiple
changes in the list of changes

Page i Updated contact information

4.4.1.g Added wording, “emergency or life-saving system”

4.4.11.d Added definition of “formal training”

6.2.1 Added IFR considerations for fuel planning

Table 5.6 Changed Human Fcators Training to minimum of every 2 years

Table 12.4.1 Changed UAS Flight time total to “25”

15 March 2020

Paragraph Changes – are all noted in blue text and left vertical bar

Very minor editorial/grammatical changes, etc. are marked noted as above, but not detailed as
Multiple
changes in the list of changes – added numerous hyperlinks

Page viii Added acronym CBT – Competency Based Training

3.0.1 Added wording to further detail passenger check-in and guidance on personal electronics

3.5.5.h Deleted wording for non-EBS use

3.9.6 Added wording to ensure persons attending HUET disclose certain medical conditions
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HIISTORY OF PREVIOUS REVISIONS Reissue: 20 March 2025

15 March 2020

Paragraph Changes – are all noted in blue text and left vertical bar
4.1.4 Added wording to clarify no passengers on single-engine aircraft

4.4.11 All wording to clarify for all locations

5.1.1 Expanded wording for technicians and safety sensitive positions

5.4.3 Amended pilot simulator training annually at a minimum, with semi-annually preferred

5.4.5 Added wording for Helicopter Competency Based Training Program (CBT) information

6.11.5.c.4) Added IOGP / HSAC RP reference

8.0.7.a Added additional reference

8.1.2.e.3 Removed the words ‘solid (non-flashing)’

8.2.1.a.2) Added IOGP / HSAC RP reference

8.2.1.c Updated reference

8.2.1.e.3) Added wording to help prevent Wrong Deck Landings

8.2.3 Added IOGP / HSAC RP reference

Table 4.8 Added ADS-B

Table 5.5
Added ARA to the approach types
Note (4)

1 March 2019

Paragraph Changes – are all noted in blue text and left vertical bar

Very minor editorial/grammatical changes, etc. are marked noted as above, but not detailed as
Multiple
changes in the list of changes – added numerous hyperlinks

Page ix Added wording to AOG definition for clarity

Revised Flight Time definition – deleted exclusions

Page x
Added definition for HOGE

Updated definitions of Pitch, Roll, Inclination, and Heave Period

Added definition for Relative Wind Direction (RWD)

Page xiii
Added ‘Technician’ to definition of SAFETY SENSITIVE POSITION

Added definition for Significant Heave Rate (SHR)

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1 March 2019

Paragraph Changes – are all noted in blue text and left vertical bar
Page xiv Added definition of Wind Severity Index (WSI)

1.4.2 Added wording regarding annual requirement for aviation safety reviews

2.2 Revised to clarify Scope of Work and Technical Bid Evaluation for Tender process

3.5.4.j &
Removed the word ‘onshore’ in first sentence prior to the word ‘helicopters’
3.5.5.h

3.5.5.a Add language to easily identify non-HUET trained passengers

6.3.3 NOTE Changed word for seat belts to be unfastened instead of open

7.0.4 Several changes regarding helideck weather limits and reporting

7.2.7 Added item ‘e’ requiring helicopter hoist status sheet for maintenance

9.1.1.l Wording correction

10.2.1.d.6 Added ‘lessons learned’ to the end of the sentence

10.7.1.d Removed the word ‘all’ for clarity

12.1.6 Added wording for operation of UAS

Page 1206 Table 12.4.1 changed from hours to cycles for tethered UAS currency

Table 5.6 clarified Human Factors and Fatique Management training recurrence of three (3)
Page 1309
minimum

Pages 1316/7 Format changes to FORM 10.9 – ANNUAL FLIGHT ACTIVITY SUMMARY

Page 1303/6 Table 4.8 & 4.9 removed word ‘preferred’ from fire extinguisher line

Page 1306/7 Table 4.9 Note 2 – added considerations regarding number of seats

Page 1308 Table 5.5 added training for CFIT, Loss of Control/Upset Prevention and Recovery Training

Page 1324/5 Format changes to FORM 10.4 - INCIDENT/HAZARD REPORT

Page 1326 Added AOG CHANGE RECOMMENDATION FORM 10.5

21 March 2018

Paragraph Changes – are all noted in blue text and left vertical bar
Very minor editorial/grammatical changes, etc. are marked noted as above, but not detailed as
Multiple
changes in the list of changes – added numerous hyperlinks

All Sections Reformatted

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21 March 2018

Paragraph Changes – are all noted in blue text and left vertical bar
Page viii Added acronym AOS

Pages viii & ix Acronyms and Definitions moved to front of guidelines

Added PC2e definition to performance class table

Page xii
Added Night Time definition

Page xiii Added Safety Sensitive Position

Multiple Changed wording from “qualified Aviation Advisor” to “EMAS endorsed Aviation Advisor”.

Multiple Changed wording from “Aviation Services” to “Aviation Operations Support”

Multiple Changed wording from “… Standards” to “… Criteria” where applicable

2.4.1 Revised wording

4.0.2 Added “Safety performance record” to the list of items considered

Recommendation to complete assessment of navigation hazards prior to startup and annually

4.1.5
thereafter to document on Hazard Register.

Operator to provide current information for uncharted obstacles and offshore installations to
4.1.6
manufacturer of EGPWS or TAWS type system for inclusion in database.

4.4.11 Added QA / QC guidance

Page 505 / 6 Added wording for helideck firefighting

5.4.3 Changed wording to require simulator attendance annually.

7.0.5.a Added wording for clarification of day flights offshore.

Restructured entire section to separate air base facility (airport, airstrip, and heliport)
Section 8 requirements from offshore (helideck) requirements. Added Foam/Water Systems to Sections
8.0.7 & 8.2.4.

10.4.4 Linked Raft System changed Mandatory to Recommended

Multiple changes differentiating between tethered and untethered UAS. Added for Tethered UAS
Section 12
– Table 12.4.1. Biannual to biennial in 12.5.1.

01 March 2017
Paragraph Changes – are all noted in blue text and left vertical bar

Very minor editorial/grammatical changes, etc. are marked noted as above, but not detailed as
Multiple
changes in the list of changes – added numerous hyperlinks
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01 March 2017
Paragraph Changes – are all noted in blue text and left vertical bar

1.5.2 Corrected reference

1.6.3 Added goto/UAS link

3.2.4 Additional guidance on carriage of hazardous materials

4.4.9 Additional guidance on Tool Control Programs

4.4.10 Additional guidance on FOD Control Programs

4.7.6 Added FAR 29 or equivalent for helicopters

5.10 Added Helicopter Ab Initio Qualification Training Program

6.11.5.c item
Additional guidance on helideck status lights and helideck information plates
4)

7.0.5 Additional guidance on the meaning of ‘daytime’ for offshore flights

8.0 Added note for clarification

8.1.3 Added note on paint/markings guidance for aluminum helidecks

9.0.1.b Updated reference link

9.0.1.e Updated reference

9.1 Added note regarding importance of fuel quality

9.1.2 Updated/reworded guidance

10.2 Added additional clarification for drills at new contract start

12.0 Added ‘Airworthiness” definition to glossary of terms

12.2.2 Changed weights in multiple places for ultra/micro light UAS

12.3.1 Added additional guidance

12.3.2 Added additional guidance

12.4 Changed weights in multiple places for ultra/micro light UAS

12.6.2 Minor changes to wording regarding number of observers

Form 1.9 Updated reference

Table 5.5 Added wording for clarification of night currency – Note 3

 Page 1408
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HIISTORY OF PREVIOUS REVISIONS Reissue: 20 March 2025

01 March 2016

Paragraph Changes – are all noted in blue text and left vertical bar

Very minor editorial/grammatical changes, etc. are marked noted as above, but not detailed as
Multiple
changes in the list of changes – added numerous hyperlinks

Page i Added additional wording for AOG document control process

Multiple Replaced the word ‘will’ with ‘should’ where applicable – multiple locations throughout AOG

1.0.3 Updated link to the Upstream Safety Manual

1.1.1 Clarification on use of AOG

1.3.2 Added new wording

2.1.2.d Added additional wording

Section 2 Renumbered 2.2, 2.3, and 2.4

3.5.3 Added additional guidance for use of chocks onshore/offshore

3.6 Added additional information on video briefing

3.9.1 Added additional information regarding HUET

4.4.1.c Replaced JAA reference with EASA

4.4.1.e Added additional information on service life

4.6 Incorporated IC 1

4.7.7 Added additional information on refurbishment criteria and incorporated IC 2

5.4.4 Corrected numbering

5.4.4 Added word ‘conducting’

8.0.6.b Replaced helideck reference

8.1.2 Replaced helideck reference

8.1.3.a.2 Added HSAC RP as additional reference for helidecks

8.1.3.e Added information regarding Lighted Touchdown Position Marking

Page 805
Replaced JAROPS reference with EASA
Note

10.4.1.c Renumbered reference

10.4.3.d Renumbered reference

10.4.3.k.7 Renumbered reference

Table 12.4.1 Incorporated IC 3

 Page 1409
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HIISTORY OF PREVIOUS REVISIONS Reissue: 20 March 2025

01 March 2016

Paragraph Changes – are all noted in blue text and left vertical bar

12.7.7 Added information regarding EMI risks

Table 4.8 Added clarification for synthetic vision system

Table 4.9 Added clarification for synthetic vision system

Page 1306
Replaced JAROPS reference with EASA
Note 10

Page 1306 Added Note 13

Form 1.9 Replaced form with two new ones (one for airplanes and one for helicopters)

Section 15 Moved definitions from Section 1 to Section 15 Index/Acronyms/Definitions

Page 1503 Added HDA, HLO, and TDPM to acronym list

Table 5.5 Added additional wording to Note 3

Table 5.6 Changed Note 1

01 March 2015

Paragraph Changes – are all noted in blue text and left vertical bar

Very minor editorial/grammatical changes, etc. are marked noted as above, but not detailed as
Multiple
changes in the list of changes

1.0.3 Added Upstream Safety Manual Guidance on use of the AOG

1.1 Amendment to wording on use of the AOG

1.5.7 Third-party use of Company facilities

1.6 Added new language for blimps and other lifting bodes.

1.7.3.c Aviation risk assessment process added

1.9 Added UAS, Lighter Than Air aircraft, PC and Cat A/B definitions

2.0.1 Added guidance for operator experience levels

2.3.3 Added DOAG text for aviation contracts

3.5.3 Added language for electronic cigarettes

3.6 Clarified video briefing requirements

3.11.2 Revised requirements for helideck management

4.2.4 Added aircraft age requirements

 Page 1410
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HIISTORY OF PREVIOUS REVISIONS Reissue: 20 March 2025

01 March 2015

Paragraph Changes – are all noted in blue text and left vertical bar

4.4.9 Added guidance on tool control

4.7.6 Added language for use of helicopter performance PC2 or better for passenger operations

5.6 Added training requirements for helideck staff and ramp personnel

6.9.8 Clarified pipeline patrol command time requirements

6.11.3 Minor revision of text to align with OGP changes

6.12 Added tethered balloon and lighter than air aircraft requirements

7.0.8 Added language for minimum fleet size for offshore operations

7.1.4 Clarified guidance for wave height limitations during emergency helo flights in adverse weather

7.2.6.f. Added guidance on down wires rescue personnel

8.0.3 Added daily inspection for manned airbases

8.0.6 Added requirements for crash rescues response at manned airbases

8.1.3 Added language for helideck perimeter, and status lights

9.1.2. Clarified requirement to test for water at each refueling and sampling size

10.4.3 / 6 Updated emergency breathing system requirements and guidance

10.7.1.d Added clarification on incident reporting when technical issues are involved

Removed and relocated previous information to Annex 13 and added previously issued interim
Section 12
AOG guidance for UAS operations to new Annex 12

Section 13 Moved and renumbered Tables, Charts and Forms

Table 4.8 Added enhanced visual system (EVS) option

Table 4.9 Added enhanced visual system, emergency breathing system, 2 seats/exit, and EVS requirements

Section 14 Moved and renumbered History of Previous Changes to end of document

Section 15 Moved and renumbered Index

21 March 2014

Paragraph Changes – are all noted in blue text and left vertical bar

Very minor editorial/grammatical changes, etc. are marked noted as above, but not detailed as
Multiple
changes in the list of changes
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HIISTORY OF PREVIOUS REVISIONS Reissue: 20 March 2025

21 March 2014

Paragraph Changes – are all noted in blue text and left vertical bar

1.3 Clarification on endorsement of aviation advisor/supervisor personnel

1.6 New paragraph added to provide general guidance on use of unmanned aircraft.

1.9 Definitions added for Electronic Flight Bag and Sterile Cockpit

Clarified for passenger briefings use of seat belt/shoulder harness during landing/takeoff and brace
3.5.3 d.3 & k
position

3.5.4.j. Clarification of brace position to be briefed during helicopter onshore flights.

3.5.5.h. Added brace position & emergency breathing systems to be briefed for offshore helicopter flight

3.9.1 Clarification on passenger training for use of emergency breathing systems and HUET.

Changed requirements for simulator training for pilots to annual where simulators are available
5.4.3 regionally or two-yearly where they are not available regionally and flight time can be logged only
when at a pilot position in the simulator.

5.4.9 Added new requirements for tor pilot training for landing on vessels

5.6.2 Added requirements for training of helideck landing officers (HLOs)

5.9 Added suggestion for reduced airspeed when flying in areas with high bird populations

6.2.2 Changed order of fuel requirements listing

6.9.7.e Added recommendation for observers to train with pilots during CRM sessions

6.11.1-
Added guidance for sterile cockpits, flight operation profiles, stabilized approaches and FDM/HOMP
6.11.4

6.11.6 Added guidance on use of portable electronic devices in the cockpit

7.3.i. Added guidance prohibiting night external loads for helicopters

8.0.1.b. Added requirement for airbases to have a published operations manual

8.0.3.c. Added guidance on inspection frequency for airbases

8.1.3.a.5) Added requirement to inspect helideck supporting structure when reviewing helidecks

9.0.1..b. Revised guidance on company provided fuel system design, operation and maintenance

10.4.1.c. Added web link for guidance on use of helicopter survival suits

10.4.6.d. Added cross reference for briefings on use of EBS

Table 4.8,
Revised Note cross references, and added guidance on satellite flight following
4.9 & 5.5
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HIISTORY OF PREVIOUS REVISIONS Reissue: 20 March 2025

21 March 2014

Paragraph Changes – are all noted in blue text and left vertical bar

Forms 10.2,
Minor revisions to forms for Overdue Aircraft, Aircraft Accident, and Incident/Hazard Reporting
10.3 & 10..4

21 February 2013

Paragraph Changes – are all noted in blue text and left vertical bar

Very minor editorial/grammatical changes, etc. are marked noted as above, but not detailed as
Multiple
changes in the list of changes

1.1.4.d. Adds guidance for restricted category aircraft

1.2.4 Adds guidance on renewal/expirations of Waivers

1.8 Provides further guidance on definition of hazard and incident

2.3 Removes previous guidance on insurance, making insurance review a Procurement function

4.4.7 Provides new guidance on vibration monitoring

5.4.3 Provides new guidance on flight simulation training

6.1.2 Provides expanded guidance for flight following of aircraft

7.0.3.f Provides guidance on use of helideck safety nets with skid equipped helicopters

7.2.3 Clarification of auto-hover requirements for hoisting

7.3.2.a Clarification on long line guidance

9.0.1.b Clarification of fuel manual guidance

10.4.3.d
Clarification on emergency breathing systems
10.4.4.a.5

10.7.1 –
Revised guidance on accident, incident, hazard, near miss reporting
10.7.4

Table 4.8 Revision of flight data monitoring requirements for airplanes

Table 4.9 Revision of collision avoidance, vibration monitoring requirements for helicopters

Table 5.5 Minor revision of Note 2 regarding use of training captains for check rides
 Page 1413
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HIISTORY OF PREVIOUS REVISIONS Reissue: 20 March 2025

March 2012

Paragraph Changes – are all noted in blue text and left vertical bar

Very minor editorial/grammatical changes, etc. are marked noted as above, but not detailed as
Multiple
changes in the list of changes

1.6.4 Editorial change, as OGP documents are not given new report numbers when reissued.

4.4.1.a., Clarification that the aircraft Certificate Holder (CH) is responsible for airworthiness and adding
4.4.1.a.1) airworthiness is to be maintained in accord with the CH manuals.

4.4.1.h. New paragraph holding CH responsible for maintenance that may be provided by others

Revised paragraph requiring Operator to establish an oversight program for critical services and to
4.4.4.
document such oversight

4.4.5. Revised paragraph to provide clarity on expectation for approvals of maintenance extensions, etc.

4.4.6. Minor clarification of wording

4.5.3 Moved to 6.11.5

Title change for Section and first paragraph. Intent to place all flight, duty, fatigue guidelines in
5. and 5.0
Section 5 versus being spread separately in other Sections.

Prior information on Pilot Requirements moved to 5.4, and new 5.1 added moving Flight and Duty
5.1.
Limits from 6.4.

5.2., 5.2.1, Prior information on Support and Technical Personnel Requirements moved to 5.6, and new 5.2
5.2.2 added consolidating all Flight Time limits in one area of the document from 6.4, 7.3.8

New section placing all High Workload guidelines with some revisions in same area as Flight Time
5.2.4
Limits, relocated information from 6.4.3, 7.0.6, 7.3.8

Text on Maximum Flight and Duty Times relocated from 6.4.4. to consolidate with other relevant
5.2.5.
information on same topic

New paragraphs consolidating all Fatigue Management (FM) information into one area (previously in
5.3., 5.3.1.- 6.4.5-6.4.8) and providing slightly revised guidelines recommending a FM program be established
5.3.4 including personnel in operational control positions. Prior Role Specific information moved 5.3. to
5.7

New location for previous information on Pilot Requirements from 5.1, with slight revision of
5.4, 5.4.1 wording to require pilots to comply with flight/duty and fatigue management provisions on the
guidelines.

5.4.8. New section on operation of Multiple Aircraft Types

5.5 New section on Cabin Crew Requirements

 Page 1414
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HIISTORY OF PREVIOUS REVISIONS Reissue: 20 March 2025

March 2012

Paragraph Changes – are all noted in blue text and left vertical bar

Changes in wording for Rapid Refueling based on an FAA Safety Bulletin on Rapid Refueling and also
6.3.1-6.3.4
consolidation of information previously located 9.2

6.4 Information relocated to 5.1.1, 5.2, 5.3

6.9.4 Removed wording “during landing and takeoff” as not applicable

6.9.7.e Added words ADM/CRM (see Table 5.6) to add these requirements for observers.

6.9.8 Changed word “aircrew” to “pilot” as requirements do not apply to non-pilots

Revised wording to require pilots to comply with all provisions, of flight/ duty and fatigue
6.9.9
management guidelines

6.11.5 Relocated section on Checklist Use from 4.5.3, More appropriate in Operator guidelines

7.0.6 Moved requirements to 5.2.4

7.3.5 Updated wording to align with latest industry guidance for external load equipment standards

7.3.8 Moved requirements to 5.2.4

Combined wording for 8.0.6 and 8.0.7 into one section and expanded scope to include spill response,
8.0.6
and other minor wording revisions. Renumbered remaining paragraphs in 8.0. accordingly

9.2 Relocated to 6.3 Rapid Refueling

Slight revisions in wording and recommendations to consider establishment of additional survival

10.4.1.c-d
equipment requirement. Consolidation of paragraphs c and d.

10.4.2, Slight changes in wording to provide more emphasis on reviewing requirements for emergency
10.4.3 breathing systems and wording for PFD approvals. Other minor changes in wording

10.4.6 Provided new guidance on Emergency Breathing Systems (EBS)

Table 4.8, Added wording for EGPWS or equivalent versus old wording for TAWS. Added FDM as a Minimum
4.9 requirement for long-term contracts versus recommended for long-term contracts.

Added requirement for CRM/ADM for observers or engineers that are part of a flight crew. Added
Table 5.6 Human Factors training for technicians. Added annual refresher training as preferred for long term
contracts and two yearly minimum periods.

June 2010

Section Paragraph Changes Revision

All Headers Remove MPI classification ‘ExxonMobil Use Only’ 06/15/10

1 1.4 Editorial, grammar 06/15/10

 Page 1415
Aviation Services Aviation Operations Guide
HIISTORY OF PREVIOUS REVISIONS Reissue: 20 March 2025

June 2010

Section Paragraph Changes Revision

1 1.6 Add OGP AMG as a resource 06/15/10

2 2.0 & sub Editorial and add new SMS wording 06/15/10

4 4.3.3 Remove 4.3.3 c, first bullet; rephrase 4.3.3.e 06/15/10

4 4.4.1. a Editorial correction 06/15/10

4 4.6.2.a Editorial, replace ‘wherever’ with ‘whenever’ 06/15/10

5 5.1.5 Replace ‘Captain’ with ‘pilot’ 06/15/10

6 Table 6.0.3 Correct paragraph reference 06/15/10

6 6.06 Editorial, clarity 06/15/10

6 6.1.2 Editorial, grammar, clarity 06/15/10

6 6.1.2 Editorial, grammar, clarity 06/15/10

6 6.1.4 Editorial, clarity 06/15/10

6 6.4 Rename to reflect inclusion of all safety-sensitive positions 06/15/10

6 6.4.1. a, b, c Add clarity, broaden scope 06/15/10

6 6.4.2. a, b, c Editorial, grammar, scope

6 6.4.2. d Establish recommendation for fatigue management program 06/15/10

6 6.4.3. a, b Change 7 day numbers, agreement with OGP AMG 06/15/10

6 6.4.3. a, b Add wording, clarity 06/15/10

6 6.4.4. a, b Editorial, clarity 06/15/10

6 6.4.4. c Editorial, delete 06/15/10

6 6.4.5 Editorial, broaden scope 06/15/10

6 6.4.6 New, establish guidance for maximum duty limit 06/15/10

New, adds requirement for rest day(s) for those on extended

6 6.4.7 06/15/10
assignments

New, add requirement for duty limit for those dual use personnel at
6 6.4.8 06/15/10
remote locations.

Insert wording to clarify acceptable conditions, minimums, and

6 6.9.3. a, c 06/15/10
consistency with Table 6.0.3.

6 6.9.5. d Editorial, clarity 06/15/10

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HIISTORY OF PREVIOUS REVISIONS Reissue: 20 March 2025

June 2010

Section Paragraph Changes Revision

6 6.10.1 Editorial, clarity 06/15/10

6 6.11 Change title 06/15/10

6 6.11.1 Editorial, clarity 06/15/10

6 6.11.3 New 06/15/10

6 6.11.4 New 06/15/10

6 6.12 Editorial, clarity 06/15/10

7 7.2.7 Editorial, grammar 06/15/10

7 7.3.4.d Relocated to Section 7.2 06/15/10

7 7.3.5.d Editorial, grammar 06/15/10

7 7.3.8. a, b Change 30 to 28 days, agreement with OGP AMG 06/15/10

8 8.0.7.d Updated table to include H3 category 06/15/10

9 9.1.1 Include reference, API/EI 1550 06/15/10

9 9.1.3 Include standard for quality, ASTM 1655 06/15/10

Editorial – replace EGPWS with ‘TAWS’; New – add Flight Data

12 Table 4.8 06/15/10
Monitoring (FDM) equipment

Editorial – replace EGPWS with ‘TAWS’; New – add Flight Data

12 Table 4.9 06/15/10
Monitoring (FDM) equipment

Remove 'Jet Only' & ME Prop' from Copilot Qualifications table;

12 Table 5.5 06/15/10
insert asterisk with comment

12 Table 5.5 Establishes English competency Level 4 as minimum (ICAO) 06/15/10

August 2008

Section Paragraph Changes Revision

All All Reformat of all Sections and Paragraph numbering 08/22/08

1 Definitions Add definition for FATO 08/22/08

1 Definitions Add definition for Rejected Take-Off Area 08/22/08

1 Definitions Delete 'flyway', replaced with Rejected Take-Off area 08/22/08

1 Form 1.9 Move to new Section 12 08/22/08

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HIISTORY OF PREVIOUS REVISIONS Reissue: 20 March 2025

August 2008

Section Paragraph Changes Revision

Wording clarified to mean one independent inspection by a person

4 4.4.1.g 08/22/08
other than the one who performed the work.

4 Chart 4.10 Moved to new Section 12 08/22/08

4 Table 4.8 Moved to new Section 12 08/22/08

4 Table 4.9 Moved to new Section 12 08/22/08

5 Table 5.5 Establish level of English proficiency IAW ICAO Doc 9835 08/22/08

Revised to reflect adoption of pilot experience levels equivalent to

5 Table 5.5 08/22/08
aviation standards of International Oil & Gas Producers

5 Table 5.5 Moved to new Section 12 08/22/08

5 Table 5.6 Moved to new Section 12 08/22/08

6 6.0.5 Font size 08/22/08

7 Chart 7.4 Moved to new Section 12 08/22/08

8 8.1.5 Reformat paragraphs using defined wording, FATO RTOA 08/22/08

10 Appendix 10.1 Moved to new Section 12 08/22/08

10 Appendix 10.2 Moved to new Section 12 08/22/08

10 Appendix 10.3 Moved to new Section 12 08/22/08

10 Appendix 10.4 Moved to new Section 12 08/22/08

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HIISTORY OF PREVIOUS Reissue: 20 March 2025
REVISIONS

SECTION 15 – INDEX
Index
ACCEPTANCE CRITERIA ...........................................................................................................................401
Accident, Incident, or Hazard .......................................................................................................................103
ACRONYMS ................................................................................................................................................... ix
AERIAL APPLICATION ................................................................................................................................606
Airbase Design and Reviews .......................................................................................................................801
Airbase Design Reference ...........................................................................................................................801
Airbase Fire Protection and Equipment .......................................................................................................802
AIRCRAFT ACCIDENT CHECKLIST ........................................................................................................1322
Aircraft Fuel System Sampling Guidelines ...................................................................................................902
AIRCRAFT SELECTION ..............................................................................................................................401
AIRPLANE RECOMMENDED EQUIPMENT .............................................................................................1303
AIRPLANE CRITERIA ..................................................................................................................................406
AIRPORTS AND AIRSTRIPS ......................................................................................................................804
Airstrips/Remote Runways ...........................................................................................................................804
Best Practices (BP) ......................................................................................................................................103
CARGO ........................................................................................................................................................301
CONFIGURATION STANDARDS ................................................................................................................401
CONTRACT PREPARATION ......................................................................................................................202
DRUGS AND ALCOHOL .............................................................................................................................202
EMERGENCY FLIGHTS ............................................................................................................................1006
EMERGENCY RESPONSE PLANNING ...................................................................................................1001
EMERGENCY RESPONSE ROLE ............................................................................................................1001
EVALUATION and USE OF OPERATORS .................................................................................................201
EXTERNAL LOADS .....................................................................................................................................706
FLIGHT / DUTY TIME ..................................................................................................................................605
FLIGHT POSITION REPORTING (FLIGHT FOLLOWING) .........................................................................603
Floating Production and Storage Offload (FPSOs) Operations ...................................................................701
FUEL MINIMUMS ........................................................................................................................................604
FUEL SYSTEM DESIGN AND MANAGEMENT ..........................................................................................901
GEOPHYSICAL SURVEY OPERATIONS ...................................................................................................605
GROUND RUNNING AIRCRAFT ................................................................................................................605
HAZARDOUS MATERIALS (DANGEROUS GOODS) ................................................................................301
HELICOPTER RECOMMENDED EQUIPMENT........................................................................................1306
HELICOPTER CRITERIA ............................................................................................................................407
Helideck Operations .....................................................................................................................................701
HELIDECKS .................................................................................................................................................804
HELIPORTS .................................................................................................................................................804
Hostile Environment .....................................................................................................................................401
INCIDENT/HAZARD REPORT ..................................................................................................................1324
INSURANCE ................................................................................................................................................202
Internal Operator Reviews ...........................................................................................................................201
MAINTENANCE CRITERIA .........................................................................................................................402
Minimum Equipment Lists (MEL) .................................................................................................................402
MULTI-LANGUAGE OPERATIONS ............................................................................................................304
OFFSHORE HELICOPTER ADVERSE WEATHER OPERATIONAL LIMITATIONS .................................703
OFFSHORE HELICOPTER OPERATIONS ................................................................................................701
OPERATING ENVIRONMENT ....................................................................................................................401
OVERDUE AIRCRAFT ..............................................................................................................................1006
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Index Reissue: 20 March 2025

OVERDUE AIRCRAFT CHECKLIST .........................................................................................................1320

PASSENGER BRIEFINGS ..........................................................................................................................302
PASSENGER DRESS REQUIREMENTS ...................................................................................................305
PASSENGER MANIFESTS .........................................................................................................................301
PASSENGER MARSHALLING ....................................................................................................................304
PASSENGER SEATING ..............................................................................................................................305
PASSENGER WEIGHTS .............................................................................................................................301
Payroll/Salary ...............................................................................................................................................503
PERIODIC AND RANDOM REVIEWS ........................................................................................................201
PERSONNEL ...............................................................................................................................................501
PILOT CURRENCY & TRAINING REQUIREMENTS ...............................................................................1308
PILOT REQUIREMENTS .............................................................................................................................502
PORTABLE OFFSHORE FUEL TRANSPORT TANKS ..............................................................................904
RAPID REFUELING .....................................................................................................................................904
REFUELING WITH ENGINES RUNNING (RAPID REFUELING) ...............................................................604
ROLE SPECIFIC REQUIREMENTS ............................................................................................................505
SAR Supportive Equipment .......................................................................................................................1002
SCENARIO DRILLS ...................................................................................................................................1001
SEARCH and RESCUE (SAR) ..................................................................................................................1002
Ship/Helicopter Operations ..........................................................................................................................701
SMS Safety Management Plan ....................................................................................................................201
SUPPORT AND TECHNICAL PERSONNEL REQUIREMENTS ................................................................504
Survival Kits..................................................................................................................................................703
TRAINING RECORDS AND PROGRAMS ..................................................................................................505
VFR Weather Minimums ..............................................................................................................................601
VIDEO BRIEF ..............................................................................................................................................304
Visual Flight Rules (VFR) .............................................................................................................................601
Weather Limits and Reporting .....................................................................................................................702
WINCHING (HOISTING) OPERATIONS .....................................................................................................705