Talon Helicopters Ltd COM Edition 2 Amend 0 submission 3 TC Stamped

Company Operations Manual 

- Edition 2 - 

Aerial Work 

Air Taxi Operations 

Manual Number: 8 

Amendment 0 - December 31, 2015

Talon Helicopters Ltd. 

CHAPTER 1 § GENERAL 

1.1 Preamble 



Chapter 1 § General 

Issued under the authority of the Accountable Executive, this manual has been compiled for the use and guidance 

of company personnel in the execution of their duties. It provides management and operations personnel, 

including pilots, with the necessary instructions and guidance for the conduct of a safe and efficient air service. 

All company personnel involved with flight operations shall have access to this manual. The company requires that 

personnel know the contents of the manual and apply the policies and procedures accordingly. 

The instructions, policies, and procedures contained in this manual are in accordance with the Aeronautics Act, the 

Canadian Aviation Regulations and applicable Commercial Air Services Standards. 

Unless specifically stated as 702 (Aerial Work) or 703 (Air Taxi), the information applies to both types of operation. 

When company aircraft are operated in another State, all references to Canadian laws, rules, regulations and 

Government authorities shall be understood to mean the laws, rules, regulations and Government authorities of 

that State. Notwithstanding the above, the highest regulatory standard between the State, this manual, and the 

Canadian Aviation Regulations shall apply. 

This manual incorporates company policy and industry-best practises which may exceed the requirements of the 

Canadian Aviation Regulations. 

The following documents are issued as separate manuals; however, they are considered part of this manual: 

§ Carriage of Dangerous Goods Manual; and, 

§ Training Programs Manual. 

Where reference is made to the “Air Operator”, the “company”, “Talon Helicopters”, “Talon” and/or the 

“Operator”, it shall be taken to mean “Talon Helicopters Ltd.”. 

Peter Murray 

Accountable Executive 


December 31, 2015 Amendment 0 1-1


1.2 Company Contact Information 




Main Base Address Landmark East Building 

4380 Agar Drive 

Richmond, BC 

V7B 1A3 

Mailing Address 

4380 Agar Drive 

Richmond, BC 

V7B 1A3 

Office 1-604-214-3585 

Fax 1-604-214-3586 

Operations Manager 1-604-818-4761 

Company website 

http://www.taloncopters.com 



1.3 Table of Contents 




COVER PAGE ................................................................................................................................................................. 1 

CHAPTER 1 § GENERAL .............................................................................................................................................. 1-1 

1.1 PREAMBLE ................................................................................................................................................... 1-1 

1.2 COMPANY CONTACT INFORMATION .................................................................................................................. 1-2 

1.3 TABLE OF CONTENTS ...................................................................................................................................... 1-3 

1.4 MANUAL AMENDMENT PROCEDURES ................................................................................................................ 1-8 

1.5 MANUAL DISTRIBUTION AND CONTROL ............................................................................................................. 1-9 

1.6 RECORD OF AMENDMENTS ............................................................................................................................ 1-10 

1.7 LIST OF EFFECTIVE PAGES .............................................................................................................................. 1-11 

1.8 ABBREVIATIONS AND ACRONYMS .................................................................................................................... 1-14 

1.9 MEANINGS OF COMMONLY USED TERMS ......................................................................................................... 1-16 

CHAPTER 2 § COMPANY AND PERSONNEL INFORMATION ....................................................................................... 2-1 

2.1 INTRODUCTION TO THE COMPANY .................................................................................................................... 2-1 

2.2 AIR OPERATOR CERTIFICATE ............................................................................................................................ 2-1 

2.3 CHART OF ORGANIZATIONAL STRUCTURE ........................................................................................................... 2-2 

2.4 MANAGEMENT DUTIES, QUALIFICATIONS AND SUCCESSION OF COMMAND .............................................................. 2-3 

2.4.1 Accountable Executive ......................................................................................................................... 2-3 

2.4.2 Operations Manager ............................................................................................................................ 2-3 

2.4.3 Chief Pilot ............................................................................................................................................. 2-4 

2.4.4 Person Responsible for Maintenance .................................................................................................. 2-5 

2.4.5 Succession of Command of Management Personnel ........................................................................... 2-5 

2.5 OPERATIONS PERSONNEL DUTIES, QUALIFICATIONS AND RESPONSIBILITIES ............................................................... 2-5 

2.5.1 Flight Follower ...................................................................................................................................... 2-5 

2.5.2 Health and Safety Representative ........................................................................................................ 2-5 

2.5.3 Pilot-in-Command ................................................................................................................................ 2-6 

2.5.4 Training Pilots ....................................................................................................................................... 2-6 

CHAPTER 3 § SAFETY ................................................................................................................................................. 3-1 

3.1 GENERAL ..................................................................................................................................................... 3-1 

3.2 SAFETY MANAGEMENT SYSTEMS ...................................................................................................................... 3-1 

3.3 SAFETY CULTURE ........................................................................................................................................... 3-1 

3.4 HEALTH AND SAFETY POLICY ............................................................................................................................ 3-2 

3.5 NON-PUNITIVE DISCIPLINARY POLICY ................................................................................................................ 3-3 

3.6 NO SMOKING POLICY ..................................................................................................................................... 3-3 

3.7 DRUG AND ALCOHOL (CREW MEMBERS) POLICY ................................................................................................. 3-4 

3.8 ALCOHOL OR DRUGS (PASSENGERS) POLICY ........................................................................................................ 3-4 

3.9 DISSEMINATION OF HEALTH AND SAFETY INFORMATION ....................................................................................... 3-5 

3.10 RIGHT TO REFUSE DANGEROUS WORK .............................................................................................................. 3-5 

CHAPTER 4 § OPERATIONAL CONTROL SYSTEM ....................................................................................................... 4-1 

4.1 INTERPRETATIONS .......................................................................................................................................... 4-1 

4.2 TYPE D OPERATIONAL CONTROL SYSTEM ........................................................................................................... 4-1 

4.2.1 Requirement ........................................................................................................................................ 4-1 

4.2.2 Responsibility and Authority ................................................................................................................ 4-1 

4.2.3 Information Centres ............................................................................................................................. 4-1 

4.2.4 Communications .................................................................................................................................. 4-1 

4.2.5 Flight Follower ...................................................................................................................................... 4-1 






4.3 FLIGHT AUTHORIZATION ................................................................................................................................. 4-2 

4.4 REFUSAL TO TRANSPORT ................................................................................................................................. 4-2 

4.5 FLIGHT PREPARATION PROCEDURES .................................................................................................................. 4-2 

4.5.1 Pilot-in-Command Duties ..................................................................................................................... 4-2 

4.5.2 Technical Dispatch ............................................................................................................................... 4-3 

4.6 PREPARATION OF FLIGHT DOCUMENTS .............................................................................................................. 4-4 

4.6.1 General ................................................................................................................................................. 4-4 

4.6.2 Company Flight Itinerary ..................................................................................................................... 4-4 

4.6.3 Weight and Balance ............................................................................................................................. 4-4 

4.7 FLIGHT FOLLOWING ....................................................................................................................................... 4-4 

4.8 FLIGHT WATCH AND COMMUNICATIONS ............................................................................................................ 4-5 

4.9 POST FLIGHT DUTIES ...................................................................................................................................... 4-5 

4.10 RETENTION OF FLIGHT DOCUMENTS .................................................................................................................. 4-6 

4.11 DOCUMENTATION AND RECORD-KEEPING .......................................................................................................... 4-6 

4.12 DISSEMINATION OF OPERATIONAL INFORMATION ................................................................................................ 4-6 

4.13 FUEL AND OIL REQUIREMENTS ......................................................................................................................... 4-6 

4.14 WEIGHT AND BALANCE SYSTEM ....................................................................................................................... 4-6 

4.14.1 Responsibility ................................................................................................................................... 4-6 

4.14.2 Operational Empty Weights ............................................................................................................. 4-6 

4.14.3 Aircraft Loading ................................................................................................................................ 4-7 

4.14.4 Passenger Weight ............................................................................................................................ 4-7 

4.14.5 Carry-on Baggage Weight ................................................................................................................ 4-7 

4.14.6 Cargo/Baggage Weight .................................................................................................................... 4-7 

4.14.7 Fuel weight ...................................................................................................................................... 4-8 

4.14.8 Calculation ....................................................................................................................................... 4-8 

4.14.9 Retention of Weight and Balance Forms ......................................................................................... 4-8 

4.14.10 Training ............................................................................................................................................ 4-8 

4.15 ACCIDENT/INCIDENT REPORTING PROCEDURES ................................................................................................... 4-8 

4.16 OVERDUE AIRCRAFT REPORTING PROCEDURES .................................................................................................... 4-8 

4.17 USE OF CHECKLISTS AND FLIGHT MANUAL .......................................................................................................... 4-8 

4.18 ELEMENTARY WORK TASKS ............................................................................................................................. 4-9 

4.19 MAINTENANCE DISCREPANCY REPORTING .......................................................................................................... 4-9 

4.19.1 General ............................................................................................................................................ 4-9 

4.19.2 Reporting Defects ............................................................................................................................ 4-9 

4.19.3 Deferral and Rectification of Defects ............................................................................................... 4-9 

4.19.4 Recurring Defects ........................................................................................................................... 4-10 

4.20 OPERATIONS LIBRARY ................................................................................................................................... 4-10 

CHAPTER 5 § PILOT REQUIREMENTS ......................................................................................................................... 5-1 

5.1 PILOT QUALIFICATIONS AND REQUIREMENTS ...................................................................................................... 5-1 

5.1.1 Minimum Pilots .................................................................................................................................... 5-1 

5.1.2 Qualifications ....................................................................................................................................... 5-1 

5.1.3 Aircraft Ground and Flight Training ...................................................................................................... 5-1 

5.1.4 Type Ratings ......................................................................................................................................... 5-1 

5.1.5 Pilot-in-Command Minimum Experience (703).................................................................................... 5-1 

5.1.6 Transported PPC or PCC (Valid PPC or PCC with a Different Air Operator) .......................................... 5-1 

5.1.7 Take-Off and Landing Currency (703) .................................................................................................. 5-1 

5.1.8 Take-off and Landing Recency ............................................................................................................. 5-1 

5.1.9 Regaining Qualifications ....................................................................................................................... 5-2 

5.1.10 Non-Revenue Flights ........................................................................................................................ 5-2 

5.2 FLIGHT TIME AND FLIGHT DUTY TIME LIMITATIONS AND REST REQUIREMENTS .......................................................... 5-2 






5.2.1 Interpretations ..................................................................................................................................... 5-2 

5.2.2 Monitoring System ............................................................................................................................... 5-2 

5.2.3 Flight Time ............................................................................................................................................ 5-4 

5.2.4 Minimum Rest Period .......................................................................................................................... 5-5 

5.2.5 Unforeseen Operational Circumstances .............................................................................................. 5-5 

5.2.6 Delayed Reporting Time ....................................................................................................................... 5-5 

5.2.7 Time Free From Duty ............................................................................................................................ 5-5 

5.2.8 Travel for Flight Re-positioning ............................................................................................................ 5-6 

CHAPTER 6 § AIRCRAFT REQUIREMENTS .................................................................................................................. 6-1 

6.1 EQUIPMENT REQUIREMENTS – NIGHT VFR (702) ............................................................................................... 6-1 

6.2 EXTERNAL LOAD EQUIPMENT ........................................................................................................................... 6-1 

6.3 MARKING AND PLACARDS ............................................................................................................................... 6-1 

6.4 RESETTING OF TRIPPED CIRCUIT BREAKERS ......................................................................................................... 6-1 

6.5 SEAT, SAFETY BELT AND SHOULDER HARNESS REQUIREMENTS ............................................................................... 6-2 

6.6 INSTRUMENT REQUIREMENTS .......................................................................................................................... 6-2 

6.6.1 Instrument Requirements - Day VFR .................................................................................................... 6-2 

6.6.2 Instrument Requirements - Night VFR (702)........................................................................................ 6-3 

6.7 FUELLING PROCEDURES .................................................................................................................................. 6-3 

6.7.1 Supervision ........................................................................................................................................... 6-3 

6.7.2 Fuel Contamination Precautions .......................................................................................................... 6-3 

6.7.3 Bonding Requirements ......................................................................................................................... 6-3 

6.7.4 Bonding Procedures ............................................................................................................................. 6-4 

6.7.5 Fuelling with Passengers On-board ...................................................................................................... 6-4 

6.7.6 Fuelling with Engine Running ............................................................................................................... 6-4 

CHAPTER 7 § OPERATING REQUIREMENTS ............................................................................................................... 7-1 

7.1 FLIGHT IN HAZARDOUS CONDITIONS .................................................................................................................. 7-1 

7.2 HIGH DENSITY ALTITUDES ............................................................................................................................... 7-1 

7.3 FLIGHTS OVER WATER (702/703)................................................................................................................... 7-1 

7.4 ICE, FROST AND SNOW CRITICAL SURFACE CONTAMINATION .................................................................................. 7-2 

7.5 IFR (NOT AUTHORIZED) ................................................................................................................................. 7-2 

7.6 LOW LEVEL OPERATIONS ................................................................................................................................. 7-3 

7.6.1 Minimum Altitudes and Distances ....................................................................................................... 7-3 

7.6.2 Operation of an Aircraft Over Built-up Area ........................................................................................ 7-3 

7.6.3 Permissible Low Level Flight ................................................................................................................. 7-4 

7.7 VFR WEATHER AND VFR FLIGHT PROCEDURES ................................................................................................... 7-4 

7.7.1 VFR Flight Requirement ....................................................................................................................... 7-4 

7.7.2 VFR Weather ........................................................................................................................................ 7-4 

7.7.3 Night VFR Flights .................................................................................................................................. 7-5 

7.7.4 Night VFR Aerodrome Requirements ................................................................................................... 7-5 

7.7.5 VFR Flight Minimum Visibility - Day VFR in Uncontrolled Airspace ...................................................... 7-6 

7.7.6 VFR Over-the-Top (not authorized) ...................................................................................................... 7-7 

CHAPTER 8 § PASSENGER AND CABIN SAFETY PROCEDURES (703) .......................................................................... 8-1 

8.1 GENERAL ..................................................................................................................................................... 8-1 

8.2 SAFE MOVEMENT TO AND FROM THE HELICOPTER ............................................................................................... 8-1 

8.3 GENERAL USE OF SAFETY BELTS AND RESTRAINT SYSTEMS ..................................................................................... 8-1 

8.3.1 Requirements ....................................................................................................................................... 8-1 

8.3.2 Child Restraint Systems ........................................................................................................................ 8-2 

8.4 CABIN SAFETY ............................................................................................................................................... 8-2 






8.5 PORTABLE ELECTRONIC DEVICES ....................................................................................................................... 8-3 

8.6 CARGO AND CARRY-ON BAGGAGE .................................................................................................................... 8-3 

8.7 PASSENGER SAFETY BRIEFINGS - REQUIREMENT ................................................................................................... 8-4 

8.8 PASSENGER SAFETY BRIEFING .......................................................................................................................... 8-4 

8.9 INDIVIDUAL SAFETY BRIEFING ........................................................................................................................... 8-4 

8.10 PASSENGER PREPARATION FOR AN EMERGENCY LANDING ...................................................................................... 8-6 

8.11 BRIEFING OF PERSONS OTHER THAN PILOTS ....................................................................................................... 8-6 

8.12 CARRIAGE OF PASSENGERS WITH DISABILITIES ..................................................................................................... 8-6 

CHAPTER 9 § AERIAL WORK OPERATIONS ................................................................................................................ 9-1 

9.1 APPLICATION ................................................................................................................................................ 9-1 

9.2 OPERATING INSTRUCTIONS .............................................................................................................................. 9-1 

9.3 CARRIAGE OF PERSONS ................................................................................................................................... 9-1 

9.4 BRIEFING OF PERSONS OTHER THAN PILOTS ....................................................................................................... 9-1 

9.5 NIGHT OPERATIONS WITH PERSONS ON-BOARD .................................................................................................. 9-2 

9.5.1 Pilot Qualifications – Night VFR ............................................................................................................ 9-2 

9.5.2 Pilot Training – Night VFR ..................................................................................................................... 9-2 

9.5.3 Areas of Operation – Night VFR ........................................................................................................... 9-2 

9.5.4 Aircraft Equipment Requirements ....................................................................................................... 9-2 

9.6 OVER-WATER OPERATIONS IN A LAND AIRCRAFT ................................................................................................. 9-2 

9.6.1 Limitations and Requirements ............................................................................................................. 9-3 

9.6.2 Safety Briefings .................................................................................................................................... 9-3 

9.6.3 Ditching and Evacuation ....................................................................................................................... 9-3 

9.7 EXTERNAL LOAD EQUIPMENT ........................................................................................................................... 9-4 

9.8 EXTERNAL LOAD OPERATIONS - CLASS A ............................................................................................................ 9-4 

9.9 EXTERNAL LOAD OPERATIONS - CLASS B & C ...................................................................................................... 9-4 

9.9.1 Definitions ............................................................................................................................................ 9-4 

9.9.2 Limitations ............................................................................................................................................ 9-4 

9.9.3 Normal Procedures .............................................................................................................................. 9-5 

9.9.4 Emergency Procedures ........................................................................................................................ 9-5 

9.9.5 Training ................................................................................................................................................ 9-5 

9.10 EXTERNAL LOAD OPERATIONS - CLASS D (NOT CAPABLE OF OEI HOVER) ................................................................. 9-5 

9.10.1 Definitions ........................................................................................................................................ 9-5 

9.10.2 Operational Requirements – General .............................................................................................. 9-6 

9.10.3 Operational Requirements – Provision of a Rescue Service ............................................................ 9-6 

9.10.4 Training Requirements .................................................................................................................... 9-7 

9.10.5 Operational Procedures – Rescue Service ....................................................................................... 9-7 

9.10.6 Emergency Procedures .................................................................................................................... 9-8 

9.10.7 Operational Requirements – Production of Commercial Motion Pictures and Television Filming . 9-9 

9.10.8 Agreement Between User Organizations ........................................................................................ 9-9 

9.11 SPECIALIZED AERIAL WORK ............................................................................................................................. 9-9 

9.12 NAFTA ....................................................................................................................................................... 9-9 

9.13 ENTERING OR LEAVING A HELICOPTER IN FLIGHT .................................................................................................. 9-9 

9.13.1 General ............................................................................................................................................ 9-9 

9.13.2 Hover Exit ....................................................................................................................................... 9-10 

9.13.3 Operational Conditions .................................................................................................................. 9-10 

9.13.4 Instruction for Persons to be Embarked or Disembarked ............................................................. 9-10 

9.13.5 Weight and Balance Procedures for Hover Exit ............................................................................. 9-10 

9.13.6 Embarking and Disembarking Procedures - AS355 ........................................................................ 9-11 

9.13.7 Embarking and Disembarking Procedures – AS350 ....................................................................... 9-11 

9.13.8 Pilot Training – Hover Exit .............................................................................................................. 9-12 






9.13.9 Sample Weight and Balance Calculation for Hover Exit – BH06 .................................................... 9-12 

9.13.10 Sample Weight and Balance Calculation for Hover Exit – AS350 ................................................... 9-16 

9.13.11 Sample Weight and Balance – AS355 ............................................................................................ 9-18 

CHAPTER 10 § EMERGENCY PROCEDURES AND EQUIPMENT ................................................................................. 10-1 

10.1 AVIATION OCCURRENCE ................................................................................................................................ 10-1 

Accident .......................................................................................................................................................... 10-1 

Incident ........................................................................................................................................................... 10-1 

10.2 REPORTING OF AVIATION SECURITY INCIDENTS .................................................................................................. 10-2 

10.3 EMERGENCY RESPONSE PLAN ........................................................................................................................ 10-3 

10.3.1 Initial Emergency Response Plan Guidelines ................................................................................. 10-3 

10.3.2 Contact Phone Numbers ................................................................................................................ 10-3 

10.3.3 Emergency Response Plan Instructions ......................................................................................... 10-4 

10.4 EMERGENCY AND SURVIVAL EQUIPMENT .......................................................................................................... 10-4 

10.4.1 Flights Over Land - Survival Equipment ......................................................................................... 10-4 

10.4.2 Flights Over Water - Survival Equipment ....................................................................................... 10-4 

10.4.3 First Aid .......................................................................................................................................... 10-5 

10.4.4 Fire Extinguisher ............................................................................................................................ 10-5 

10.4.5 Emergency Equipment Inspections ................................................................................................ 10-6 

10.5 ELT OPERATING PROCEDURES ....................................................................................................................... 10-6 

10.6 PASSENGER PREPARATION FOR EMERGENCY LANDING/DITCHING ......................................................................... 10-6 

10.6.1 Standard Emergency Briefing ........................................................................................................ 10-6 

10.6.2 Quick Briefing ................................................................................................................................. 10-7 

10.6.3 Emergency Evacuation ................................................................................................................... 10-7 

CHAPTER 11 § CARRIAGE OF DANGEROUS GOODS ................................................................................................ 11-1 

CHAPTER 12 § TRAINING PROGRAMS ..................................................................................................................... 12-1 

CHAPTER 13 § OPERATIONS FORMS ....................................................................................................................... 13-1 

13.1 FLIGHT TIME, FLIGHT DUTY TIME AND REST PERIOD RECORD ............................................................................... 13-2 

13.2 COMPANY FLIGHT ITINERARY ........................................................................................................................ 13-3 

13.3 EMERGENCY RESPONSE PLAN CHECKLIST .......................................................................................................... 13-4 

13.4 FLIGHT TICKET ............................................................................................................................................ 13-9 

13.5 CLASS D MOU ......................................................................................................................................... 13-10 






1.4 Manual Amendment Procedures 

The Operations Manager is responsible for the development, maintenance, amendment and distribution of this 

manual. 

All amendments to this manual, including chapters issued as separate documents, require approval by Transport 

Canada. The manual shall be amended if there is a change in the company’s operation or if it no longer meets the 

requirements of the Canadian Aviation Regulations and/or the Commercial Air Services Standards. 

Each amended page shall indicate the amendment date and amendment number. Vertical lines (change bars) will 

be used to indicate a change to the manual content and will be located in the right hand margin adjacent to each 

change. Change bars from the previous amendment shall be removed prior to the new change bars being inserted. 

Change bars will not be used to indicate specific changes to: 

§ the Table of Contents; 

§ the List of Effective Pages; 

§ forms; 

§ spelling, grammar or punctuation; 

§ chapter and section numbering; 

§ a reissue (complete revision of the manual); or, 

§ any text that has shifted onto a new page. 

When requesting approval of an amendment to this manual, the Operations Manager, or delegate, shall email the 

following files to Transport Canada at CAOPac-OACPac@tc.gc.ca and a copy to our POI: 

§ the request for approval of the amendment (as an email or letter); 

§ 1 electronic copy of the amended manual with highlighting and comments indicating where text has 

changed; and, 

§ 1 electronic copy of the amended manual without highlighting or comments. 

Approval by Transport Canada must be obtained before the amendment is issued to manual holders. Once 

approved, the Inspector will provide Operations Manager with signed copies of the “List of Effective Pages” (LEPs). 

The Operations Manager, or delegate, shall replace the existing LEPs in the Company Operations Manual with the 

signed copies prior to distribution. 






1.5 Manual Distribution and Control 

The Operations Manager, or delegate, will distribute Transport Canada approved amendments of this document in 

accordance with the following master distribution list of controlled copies. Uncontrolled copies of this manual may 

be used for training purposes and such manuals shall be identified as “Uncontrolled” on the cover page. 

Each distributed amendment of this document will include the applicable approved “List of Effective Pages". 

The person responsible for amending the manual is also responsible for the safe custody of the manual. Manuals 

shall be amended upon receipt of an amendment. When an aircraft is operating away from base, the Pilot-in- 

Command assigned to the aircraft will be responsible for amending the manual. 

Master Distribution List 

Manual # Manual Location Person Responsible for Amending Manual 

1 Operations Manager’s Office Operations Manager 

2 Transport Canada Transport Canada 

3 Operations Library Chief Pilot 

4 (Reserved) (Reserved) 

5, etc. Helicopter(s) - Aircraft Library Chief Pilot 






1.6 Record of Amendments 

Instructions: Upon receipt of an amendment to this manual, the person responsible for the manual shall: 

§ insert the new page(s) and destroy the obsolete page(s); 

§ make the appropriate entries in the “Date Amended” and “Amended By” columns for the most recently 

approved amendment (these columns will remain blank for the previous amendments). 

Amendment # Effective Date Date Amended 

Amended By 

(last name) 

Amendment No. 1 November 15, 1997 - - 

Amendment No. 2 October 28, 1998 - - 

Amendment No. 3 January 15, 2000 - - 

Amendment No. 4 July 15, 2001 - - 

Amendment No. 1 May 15, 2002 - - 


Amendment No. 3 August 18, 2004 - - 

Amendment No. 4 February 10, 2005 - - 

Amendment No. 5 March 21, 2006 - - 


Amendment No. 7 January 31, 2007 - - 

Amendment No. 8 February 15, 2008 - - 

Amendment No. 9 December 8, 2008 - - 

Amendment No. 10 March 20, 2009 - - 

Amendment No. 11 August 6, 2009 - - 

Amendment No. 12 December 21, 2009 - - 

Edition 2 

Amendment No. 0 December 31, 2015 


TALON HELICOPTERS LTD. 

1.7 List of Effective Pages 

- Edition 

2 - 


Chapter 1 • General 

( 

Instructions: The following List of Effective Pages (LEPs) shall be up-dated during the amendment process and shall 

correctly reflect the status of each page of the manual including: 

• amendment number; and, 

• effective date. 

Transport Canada will provide the Operations Manager with signed LEPs indicating approval of the amendment. 

When distributing the amendment, the Operations Manager shall include a copy of the most recent signed LEPs. 

The person responsible for the manual shall use the LEPs to confirm that all pages in the manual are current. 

Page Amendment Effective Date 

I Amendment 0 December 31. 2015 

1-1 Amendment 0 December 31, 2015 

1-2 Amendment 0 December 31. 2015 



1-S Amendment 0 December 31. 2015 





I-ID Amendment 0 December 31, 2015 







2-1 Amendment 0 I December 31. 2015 




2-S Amendment 0 December 31, 2015 













4-6 Amendment 0 December31, 2015 


4-3 Amendment oTraflsport Car pdiber 31, 2015 

4-9 Amendment 0 ecember 31, 2015 

4-10 Amendment 0 ecember 31, 2015 

4-11 Amendment 0 g December 31, 2015 

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U U

TALON HELICOPTERS LTD. 


- Edition 2 Chapter 1 • General 

- 

C. 

Page Amendment Effective Date 


























Transport Canada 

CAVAiOn 

2 2OI 






1.8 Abbreviations and Acronyms 

Abbreviation/Acronym 

AEO 

AGL 

AID 

Meaning 

All Engines Operating 

Above Ground Level 

Aerial Ignition Device 

AIM 

AMO 

AOC 

AOSH 

ATC 

AWD 

C of G 

CAP 

CAR(s) 

CASO 

CB 

CFS 

CLC 

DA 

DOM 

ELT 

ETA 

FIB 

FIC 

FQIS 

GPS 

GTOW 

HETS 

HF 

HIGE 

HOGE 

HSE 

ICAO 

Aeronautical Information Manual 

Approved Maintenance Organization 

Air Operator Certificate 

Aviation Occupational Safety and Health 

Air Traffic Control 

Airworthiness Directive 

Centre of Gravity 

Corrective Action Plan 

Canadian Aviation Regulation(s) 

Company Aviation Safety Officer 

Circuit Breaker 

Canada Flight Supplement 

Canada Labour Code 

Density Altitude 

Director of Maintenance 

Emergency Locator Transmitter 

Estimated Time of Arrival 

Flight Information On-board 

Flight Information Centre 

Fuel Quantity Indicating System 

Global Positioning System 

Gross Take-off Weight 

Helicopter External Transport System 

High Frequency 

Hover in Ground Effect 

Hover out of Ground Effect 

Health, Safety and Environment 

International Civil Aviation Organization 






Abbreviation/Acronym 

IFR 

IGE 

LEP 

Meaning 

Instrument Flight Rules 

In Ground Effect 

List of Effective Pages 

MOCA 

MOU 

MSDS 

NOTAM 

OEI 

OEW 

OGE 

Pax 

PCC 

PCD 

PDM 

PNR 

PPC 

PRM 

SA 

SAR 

SMS 

SOP 

SVFR 

TSB 

VFR 

W & B 

WAT 

WHMIS 

Minimum Obstacle Clearance Altitude 

Memorandum of Understanding 

Material Safety Data Sheets 

Notice to Airmen 

One Engine Inoperative 

Operational Empty Weight 

Out of Ground Effect 

Passenger 

Pilot Competency Check 

Personnel Carrying Device 

Pilot Decision Making 

Point of No Return 

Pilot Proficiency Check 

Person Responsible for Maintenance 

Special Authorization 

Search and Rescue 

Safety Management System 

Standard Operating Procedures 

Special Visual Flight Rules 

Transportation Safety Board 

Visual Flight Rules 

Weight and Balance 

Weight/Altitude/Temperature 

Workplace Hazardous Materials Information System 






1.9 Meanings of Commonly Used Terms 

Term 

Meaning 

702 

703 

706 

and 

as soon as 

practicable 

Flight Manual 

employee 

hire or reward 

may 

or 

revenue flight 

shall 

should 

Transport 

Canada 

AS355 

AS350 

operations conducted under Aerial Work, Part 7 Subpart 2 of the Canadian Aviation 

Regulations and the relevant Standards 

operations conducted under Air Taxi Operations, Part 7 Subpart 3 of the Canadian Aviation 

Regulations and the relevant Standards 

aircraft maintenance requirements for air operators, Part 7 Subpart 6 of the Canadian 

Aviation Regulations and the relevant Standards 

all conditions to be satisfied 

as soon as can be reasonably expected 

Rotorcraft Flight Manual 

Includes all employees including managers and contracted employees 

any payment, consideration, gratuity or benefit, directly or indirectly charged, demanded, 

received or collected by any person for the use of an aircraft 

permissive 

usually no legal obligation to carry out the act in question 

at least one condition to be satisfied 

flight for hire or reward 

mandatory 

no choice but to carry out the required act 

suggestion 

no legal obligation to carry out the act in question, but compliance is desirable 

infers the applicable Transport Canada Aviation authority 

Eurocopter AS355 Twinstar (all models AS355 series) 

Eurocopter EC130 Astar (all models of AS350 Series) 

BH06 Bell Helicopters JetRanger (all models 206) 





Chapter 2 § Company and Personnel Information 

CHAPTER 2 § COMPANY AND PERSONNEL INFORMATION 

2.1 Introduction to the Company 

Under the authority of a Transport Canada Air Operator Certificate and the Canadian Transportation Agency 

Licences, Talon Helicopters Ltd. operates aerial work and on-demand air taxi service between points in Canada and 

aerial work abroad. 

"On demand" means an air transport service where the date, time and place(s) of departure and arrival are 

negotiated directly between a client and the air operator. 

The following aircraft are authorized for 702 operations (day and night VFR): 

§ AS350 

§ AS355 

§ BH06 

The following aircraft are authorized for 703 operations (day VFR): 

§ AS350 

§ AS355 

§ BH06 

VFR flight at night during 703 operations is not authorized. 

The company’s main base is at the Vancouver International (CYVR) airport in Richmond B.C. 

The company has an approved maintenance organization to maintain the helicopters. Refer to Talon Helicopters’ 

Maintenance Control Manual for details. 

2.2 Air Operator Certificate 

The Air Operator Certificate is found immediately following this page. The pages of the Air Operator Certificate are 

not numbered in sequence with the other pages of this manual and are not included in the List of Effective Pages. 






2.3 Chart of Organizational Structure 

Accountable 

Execuove/ 

President 

Operaoons 

Manager 

Health and 

Safety 

Representaove 

Person 

Responsible for 

Maintenance 

SMS Manager 

Chief Pilot 

Flight Followers 

DG Co-ordinator 

AMEs 

Training Pilots 

Apprenoce 

AMEs 

Pilots 

Means line of authority 

Means line of communication 

Title Name Phone Number Email Address 

Accountable 

Executive/President 

Peter Murray 1-604-818-4761 peter@taloncopters.com 

SMS Manager Jarrett Lunn 1-778-997-3171 jarrett@taloncopters.com 

Operations Manager Peter Murray 1-604-818-4761 peter@taloncopters.com 

Chief Pilot Kelsey Wheeler 1-604-818-2503 kelsey@taloncopters.com 

Person Responsible for 

Maintenance 

Dangerous Goods 

Co-ordinator 

Health and Safety 

Representative 

Lorne Lambert 1-604-818-2123 lorne@taloncopters.com 

Refer to the Carriage of 

Dangerous Goods Manual 

Refer to the Safety Board 






2.4 Management Duties, Qualifications and Succession of Command 

2.4.1 Accountable Executive 

The company has appointed Peter Murray as the Accountable Executive. In this capacity he shall: 

§ be responsible for operations or activities authorized under the certificate(s); 

§ have control of the financial and human resources that are necessary for the operations and activities 

authorized under the certificate(s); and, 

§ be accountable for meeting the requirements of the Canadian Aviation Regulations. 

The Accountable Executive is responsible for establishing and maintaining the overall corporate culture, and for 

providing management with the necessary resources to comply with the regulations and maintain the necessary 

levels of safety. 

The Accountable Executive shall have control of the financial and human resources that are necessary for the 

activities and operations authorized under the Air Operator Certificate. 

When there is a change to the Accountable Executive position, the company shall, within 30 days of the 

appointment: 

§ notify Transport Canada of the name of the person appointed; 

§ ensure that the Accountable Executive submits to Transport Canada a signed statement that they accept 

the responsibilities of their position; and, 

§ meet and demonstrate competency in the above qualifications. 

2.4.2 Operations Manager 

Qualifications 

To qualify as the Operations Manager, the person shall meet the following requirements: 

§ the person shall have acquired not less than 2 years related flight operations experience with an air 

operator of a Commercial Air Service whose flight operations are similar in size and scope; 

§ demonstrate knowledge to Transport Canada with respect to the content of the Company Operations 

Manual, the Air Operator Certificate and Special Authorizations, the provisions of the regulations and 

standards necessary to carry out the duties and responsibilities to ensure safety; and, 

§ has attended a company Aviation Safety Officer (CASO) course or attends such a course within 12 months 

of assuming the position of Operations Manager. 

Duties and Responsibilities 

The Operations Manager is responsible for safe flight operations. In particular, the responsibilities of the position 

include: 

§ control of operations and operational standards of all helicopter operated; 

§ identification of operations co-ordination functions which impact on operational control (i.e. 

maintenance, crew scheduling, load control, equipment scheduling); 

§ supervision, organization, manning and efficiency of the following: 

▪ 

▪ 

▪ 

cabin safety; 

crew scheduling and rostering; 

training program; and, 






▪ 

flight safety; 

§ contents of the Company Operations Manual; 

§ supervision, production and amendment of the Company Operations Manual; 

§ liaison with the regulatory authority on all matters concerning flight operations including any variation to 

the Air Operator Certificate; 

§ liaison with any external agencies which may affect company operations; 

§ Company's operations are conducted in accordance with current regulations, standards and company 

policy; 

§ crew scheduling complies with flight and duty time regulations; 

§ all crew members are kept informed of any changes to the regulations and standards; 

§ receipt and actioning of any aeronautical information affecting the safety of flight; 

§ dissemination of helicopter safety information, both internal and external; 

§ qualifications of the PICs; and, 

§ maintenance of a current operations library. 

2.4.3 Chief Pilot 

Qualifications 

The Chief Pilot shall meet the following minimum requirements: 

§ holds a Commercial Pilot Licence (helicopter) valid for night; 

§ has at least 500 hours of flying time as PIC on helicopters, of which 250 hours shall have been acquired 

within the preceding 3 years; 

§ qualifies in accordance with the company’s training program to act as PIC on 1 of the helicopter types to 

be operated; and, 

§ demonstrates knowledge to the Minister with respect to the content of the Company Operations Manual, 

the provisions of the regulations and standards and flight operating procedures necessary to carry out the 

duties and responsibilities to ensure safety of flight. 

The Chief Pilot’s personal record in relation to aviation shall not include: 

§ any conviction under subsection 7.3(1) of the Aeronautics Act; or, 

§ 2 or more convictions, occurring during separate unrelated events, under the Canadian Aviation 

Regulations. 

Duties and Responsibilities 

The Chief Pilot reports to the Operations Manager and is responsible for the professional standards of the PICs 

and, in particular: 

§ implementing all required approved training programs for the company’s PICs; 

§ ensuring that instructors and training pilots are qualified in accordance with the Company’s training 

requirements prior to conducting training; 

§ issuing directives and notices to the PICs as required; 

§ actioning and distribution of accident, incident, and other occurrence reports; 

§ processing and actioning of any crew reports; 

§ supervising of the PICs; 

§ maintaining the required training records; and, 

§ assuming any responsibilities delegated by the Operations Manager. 






2.4.4 Person Responsible for Maintenance 

The Person Responsible for Maintenance and the maintenance control system (PRM) shall be qualified in 

accordance with the Commercial Air Services Standard (726.03). He shall carry out the responsibilities listed in the 

company’s Maintenance Control Manual. 

The PRM is authorized to remove aircraft from operation due to non-compliance with the requirements of the 

Canadian Aviation Regulations or because the operation of the aircraft could have an adverse effect on the safety 

of the aircraft, other aircraft, persons, animals or property. 

2.4.5 Succession of Command of Management Personnel 

In his absence, all responsibilities for operational duties shall be delegated to another individual qualified in 

accordance with the Canadian Aviation Regulations (qualifications as stated for each management position), 

except that the knowledge requirements for qualifications detailed for the management position shall be 

demonstrated to the company rather than Transport Canada. The delegate shall successfully complete a company 

exam for the position. 

Note: The Company shall advise Transport Canada within 10 working days after any permanent change in 

management personnel. 

2.5 Operations Personnel Duties, Qualifications and Responsibilities 

2.5.1 Flight Follower 

Flight followers are trained personnel who support the PICs and provide whatever operational information as may 

be required including meteorological data without analysis or interpretation. 

In the event that a flight is overdue or missing, the flight follower shall follow the company’s emergency response 

procedures. (Refer to Chapter 10 - Emergency Procedures and Equipment). 

2.5.2 Health and Safety Representative 

The Health and Safety Representative is required to understand the applicable parts of the Canada Labour Code as 

it pertains to aviation flight operations. The Representative reports to the Accountable Executive. The 

representative’s role includes the following: 

§ considers and expeditiously disposes of health and safety complaints; 

§ ensures that adequate records of work accidents, health hazards and the disposition of health and safety 

complaints are kept, and regularly monitors this data which is kept in the HSE Binder; 

§ meets with the employer as necessary to address health and safety issues; 

§ participates in the development, implementation and monitoring of programs to prevent hazards in the 

work place, which also provides for the education of employees in health and safety; 

§ participates in all inquiries, investigations, studies, and inspections pertaining to the health and safety of 

employees; 

§ co-operates with health and safety officers and CASI-OH&S; 

§ participates in the planning of the implementation of changes that may affect occupational health and 

safety, including work processes and procedures; 

§ inspects, each month, all or part of the work place, so that every part of the work place is inspected at 

least once each year; 

§ participates in the development of health and safety policies and programs; 

§ assists the employer in investigating and assessing the exposure of employees to hazardous substances; 

and, 






§ participates in the implementation and monitoring of a program for the provision of personal protective 

equipment, clothing, devices or materials and participates in the development of the program. 

2.5.3 Pilot-in-Command 

Qualifications: 

PICs require the following minimum qualifications: 

§ valid licence: 

▪ 

Canadian Commercial Pilot (Helicopter); 

§ licence shall be endorsed with the applicable: 

▪ 

▪ 

helicopter type rating; and, 

helicopter night rating prior to operating a night flight; 

Note: Instrument rating is not required for the Company’s 702 night VFR operations. 

§ valid Category 1 medical certificate; 

§ valid radiotelephone operator’s restricted certificate (aeronautical); 

§ completion of training in accordance with the company’s Training Programs; and, 

§ completion of a PPC or PCC (as applicable). 

Responsibilities: 

The PIC is responsible to the Chief Pilot for the safe conduct of assigned flights in accordance with the 

requirements of the following documents: 

§ Canadian Aviation Regulations and applicable Standards; 

§ Flight Manual; 

§ Company Operations Manual; 

§ Company SMS manual; and, 

§ Company Carriage of Dangerous Goods Manual. 

2.5.4 Training Pilots 

Refer to the Training Programs Manual. 



CHAPTER 3 § SAFETY 

3.1 General 



Chapter 3 § Safety 

This chapter identifies the various safety programs and initiatives embraced by Talon Helicopters Ltd. 

3.2 Safety Management Systems 

While Transport Canada does not currently require a fully implemented Safety Management System (SMS) for 702 

and 703 operations, Talon Helicopters Ltd. has introduced some elements of a Safety Management System which 

will be implemented at the discretion of the Operations Manager. 

3.3 Safety Culture 

Recognized as an integral part of a safe and effective organization, our organization is strives for a healthy Safety 

Culture which will consist of the following elements: 

§ an Informed Culture; 

§ a Reporting Culture; and, 

§ a “Just” Culture. 

The Informed Culture is one that collects data to stay informed of its safety health and uses the following tools: 

§ internal and/or external audits; 

§ day-to-day operations monitor; 

§ safety inspections; and, 

§ safety culture assessments. 

The Reporting Culture is one that provides a means for confidential reporting of safety issues and uses the 

following tools: 

§ confidential safety/incident reporting program; and, 

§ Health and Safety Policy that guarantees confidentiality and ensures that those who report safety issues 

do not fear punishment or ridicule for their reports. 

The Just Culture is one where employees will be held accountable for their actions and will be treated fairly. Also, 

those who act recklessly or deliberately take unjustifiable (dangerous) risks will be punished. It is important to 

understand that this is not a no-blame culture. Those involved in illegal and criminal activities, including working 

under the influence of alcohol and/or illicit drugs will be punished and possibly dismissed. 

Characteristics of a Safety Culture include: 

§ identification of hazards and minimizing operational risks; 

§ commitment and involvement of all management levels in safety; 

§ open reporting of unsafe conditions or risk situations; 

§ good communication up and down the command chain; 

§ continuous training, with high performance standards; and, 

§ a culture of trust between workers and their supervisors. 



3.4 Health and Safety Policy 




This policy provides the foundation upon which all Company operations shall be developed. All operations shall be 

conducted in accordance with this policy. 

“Safety is the Overriding Priority!” 

Talon Helicopters is committed to providing the highest standards of quality while maintaining a safe and healthy 

working and business environment for our employees, contractors, and passengers. 

All management and employees shall strive towards a healthy and effective Safety Culture. Talon Helicopters 

believes that safety is not spoken, but demonstrated by continually behaving in a manner which places safety as 

the priority in all operational decisions. This is achieved by adhering to the company’s corporate core safety values 

in the decision-making process. These values are: 

§ all safety incidents can be prevented; 

§ safety is every employee’s responsibility; 

§ safety is built into every part of our operation; and, 

§ involvement in safety is essential. 

While ultimate accountability for safe operations rests with the Accountable Executive, the achievement of the 

company’s vision requires each of our employees to be truly focused and committed to operating our company 

safely. It is therefore expected that all employees will conform to all elements of the Company’s safety programs. 

All employees must understand and commit to the following aspects of safety. They will: 

§ treat each other with respect at all times; 

§ understand hazard identification and risk assessment procedures; 

§ utilize best safety practices; 

§ complete all applicable Company training programs; 

§ comply with all safety regulations, the Company Operations Manual, and this Health and Safety Policy; 

and, 

§ be responsible for effective communication through all corporate levels. 

During the Company’s annual Safety Review meeting, the executives shall: 

§ review this policy and up-date it as required; and, 

§ consider and include safety objectives of this policy when setting annual goals. 

As the Accountable Executive, I agree with and approve this policy. 

December 31, 2015 

Peter Murray 


Date Signed 






3.5 Non-Punitive Disciplinary Policy 

All employees are expected to report to the Accountable Executive unsafe conditions, hazards, accidents, 

incidents, or injuries which they observe or in which they are involved. Everyone has the right and responsibility to 

refuse to do work when unsafe conditions exist. Talon Helicopters will not initiate disciplinary proceedings against 

any employee who, in good faith, discloses a hazard or safety incident due to conduct that was unintentional. 

However, those who knowingly violate safety regulations and/or Company policy will be held accountable for their 

actions. The following actions are deemed reason for disciplinary action, up to and including termination of 

employment: 

§ Criminal activity; 

§ Substance abuse; and/or, 

§ Intentional violation of aviation law and/or of Company procedures. 


Peter Murray 


Date Signed 

3.6 No Smoking Policy 

Smoking is prohibited in all company workspaces except in designated smoking areas, if applicable. 


Peter Murray 


Date Signed 






3.7 Drug and Alcohol (Crew Members) Policy 

No flight crew member, maintenance employee, or other operations personnel shall perform their duties: 

 

 

 

within 8 hours after the consumption of any alcoholic beverage, or within 24 hours after the consumption 

of alcohol in sufficient quantities as to cause impairment of the ability of the individual to perform their 

duties; 

while using or otherwise involved with narcotic drugs, marijuana, anti-depressant or stimulant drugs, or 

any other controlled substance as defined Federal or Provincial statutes; or, 

while using any drug [either prescribed by a physician or over-the-counter medication] that affects the 

person’s faculties in any way contrary to safety. 


Peter Murray 


Date Signed 

3.8 Alcohol or Drugs (Passengers) Policy 

In this section, “intoxicating liquor” – means a beverage that contains more than 2.5% proof spirits. 

No person shall consume, while on-board an aircraft, an intoxicating liquor unless the intoxicating liquor 

§ has been served to that person by the Company; or, 

§ has been provided by the operator of the aircraft. 

The Company shall not provide or serve any intoxicating liquor to a person on-board the aircraft where there are 

reasonable grounds to believe that the person’s faculties are impaired by alcohol or a drug to an extent that may 

present a hazard to the aircraft or to persons on board the aircraft. 

The Company shall not allow a person to board the aircraft where there are reasonable grounds to believe that the 

person’s faculties are impaired by alcohol or a drug to an extent that may present a hazard to the aircraft or to 

persons on board the aircraft. 

The Company may allow a person whose faculties are impaired by a drug to board an aircraft, where the drug was 

administered in accordance with a medical authorization and the person is under the supervision of an attendant. 


Peter Murray 


Date Signed 






3.9 Dissemination of Health and Safety Information 

Health and safety information will be posted on the Health and Safety bulletin board. The Health and Safety 

Representative is responsible for the content of this board. The minimum content of this board is: 

§ information on the location of the CLC (Part II) and the Aviation Health and Safety Regulations; 

§ Health and Safety Policy; 

§ Non-Punitive Disciplinary Policy; 

§ No Smoking Policy; and, 

§ Health and Safety Representative name and contact information. 

3.10 Right to Refuse Dangerous Work 

The following information is an excerpt from CBAAC 202R – Employer and Employee Rights and Responsibilities 

with respect to Employees Refusing to Work in Dangerous Situations. 

The Canada Labour Code (CLC) Part II is the legislation which ensures that the health and safety of all employees 

who are under federal jurisdiction while at work are protected. This legislation also provides employees with 3 

basic rights: 

§ the right to know; 

§ the right to participate; 

§ the right to refuse dangerous work. 

"Danger" - means any existing or potential hazard or condition or any current or future activity that could 

reasonably be expected to cause injury or illness to a person exposed to it before the hazard or condition can be 

corrected, or the activity altered, whether or not the injury or illness occurs immediately after the exposure to the 

hazard, condition or activity, and includes any exposure to a hazardous substance that is likely to result in a chronic 

illness, disease or damage to the reproductive system. 

For employees working on-board aircraft, refusals to work in dangerous, or potentially dangerous, situations could 

occur during preparations for flight or once on-board the aircraft in a variety of different scenarios, such as: 

§ security issues on-board aircraft; 

§ concerns about improperly packaged, loaded or secured cargo; 

§ pressures to complete flight on schedule; or, 

§ deteriorating weather conditions. 

While not meant to be an exhaustive list, the above are all possible situations that could result in an on-board 

employee having reasonable cause to believe that there is a dangerous, or potentially dangerous, situation for 

themselves or others. Should that be the case, the employee is within their legal right to refuse to work. It is 

important to note that an employee may not refuse to work if the refusal puts the life, health or safety of another 

person directly in danger, or if the danger is a normal condition of their employment. 

An aircraft is considered to be "in operation" from when it first moves under its own power for the purpose of 

taking off from a Canadian or foreign place of departure until it comes to rest at the end of its flight to its first 

destination in Canada. 

When an employee on an aircraft that is in operation has reasonable cause to believe that a dangerous, or 

potentially dangerous, situation exists, they must immediately notify the person in charge of the aircraft (Pilot-in- 

Command/company) of the circumstances of the danger. 






As soon as possible after being notified, having regard to the safe operation of the aircraft, the person in charge 

must decide whether the employee may cease working and advise the employee accordingly. 

If the employee is informed that they may not cease working, then that employee shall not, while the aircraft is in 

operation, refuse to work. 

An employee who has or was prevented from refusing to work, as described above, while the aircraft was in 

operation, shall report the circumstances of the matter to the employer without delay after the aircraft has 

landed. 

An on-board employee is only required to automatically notify the person in charge of the aircraft when the refusal 

takes place on-board an aircraft that is in operation. However, once informed of the circumstances of the matter, if 

the PIC/company agrees that a danger exists, they must take immediate action to protect their employees from 

the danger, and then they must inform the Health and Safety Representative of the matter and the action taken to 

resolve it. 

In the event that the matter is not resolved at a Company level and the employee continues to refuse to work, the 

employer shall notify a Civil Aviation Safety Inspector - Occupational Health & Safety (CASI - OH&S). The CASI- 

OH&S shall investigate the matter to decide whether the danger exists. He will provide written notification to the 

Employee and Employer. 

Some of the Employer responsibilities under the CLC Part II include: 

§ assuring employees that refusing to work in dangerous, or potentially dangerous, situations will not, in 

and of itself, result in disciplinary action being taken against them. The company shall not take, or 

threaten to take, any disciplinary action against an employee who has acted in accordance with, or who 

has sought the enforcement of, any of the provisions of the CLC, Part II; 

§ providing each employee with the information, instruction, training and supervision necessary to ensure 

their health and safety at work, which would include being informed about their "refusal to work if danger 

exists" rights and responsibilities; 

§ ensuring that employees who have supervisory or managerial responsibilities are adequately trained in 

health and safety, and informed of the responsibilities they have when acting on behalf of their employer; 

and, 

§ ensuring that the Health and Safety Representative receives training in health and safety, and are 

informed of their responsibilities under the CLC, Part II. 

Equally important for employers to note is that the CLC, Part II, also states that after all the investigations and 

appeals have been exhausted by the employee who exercised their right to refuse dangerous work, the employer 

may take disciplinary action against that employee, provided the employer can demonstrate the employee has 

wilfully abused those rights. 

For further details, consult the CLC - Part II Occupational Health and Safety. 





Chapter 4 § Operational Control System 

CHAPTER 4 § OPERATIONAL CONTROL SYSTEM 

4.1 Interpretations 

“Flight Follower” – means a person who has completed applicable training for and has been assigned by the 

Operations Manager to be the flight follower. 

“Flight Following” - means the monitoring of a flight’s progress, the provision of any operational information that 

might be requested by the PIC, and the notification of appropriate Company and Search-and-Rescue authorities if 

the flight is overdue or missing. 

"Flight Watch" - means maintaining current information on the progress of the flight and monitoring all factors and 

conditions that might affect the flight. 

"Operational Control" - means the exercise of authority over the initiation, continuation, diversion, or termination 

of the flight in the interest of the safety of the aircraft and the regularity and efficiency of the flight. 

"Pilot Self-Dispatch" - means the responsibility of the PIC for all decisions respecting the operational flight plan and 

for the flight watch. 

"Responsible Person" - means an individual who has agreed with the person who has filed a flight itinerary to 

ensure that the following units are notified if the aircraft is overdue: 

§ an air traffic control unit, a flight service station or a community aerodrome radio station; or, 

§ a person designated by the company. 

4.2 Type D Operational Control System 

4.2.1 Requirement 

The company operates all flights under a Type D operational control system. This chapter describes the system. 

4.2.2 Responsibility and Authority 

Operational control of a flight is delegated to the PIC by the Operations Manager, who retains responsibility for the 

day-to-day conduct of flight operations. 

4.2.3 Information Centres 

Current information on the location of Talon Helicopters’ aircraft shall be maintained at the main base. The 

information is readily available to the Operations Manager through the use of the automated flight following. 

4.2.4 Communications 

Each helicopter shall be equipped with serviceable and functioning communications equipment that permits the 

pilot to communicate with a ground radio station for the purpose of flight following. Such a ground station may be 

operated by the government, the company, or a private agency. 

4.2.5 Flight Follower 

Day VFR: 

Night VFR: 

A flight follower or a responsible person may be used. 

A flight follower must be available. 



4.3 Flight Authorization 




No person shall commence a flight unless the flight has been authorized in accordance with the following: 

Type of Flight Authorizing Manager Procedure 

Revenue Flights Operations Manager or Chief Pilot Verbal authorization 

Non-Revenue Flights Operations Manager or Chief Pilot Verbal authorization 

Training Flights Chief Pilot or Operations Manager Verbal authorization 

*Maintenance and Ferry 

Flights 

PRM and Chief Pilot 

PRM advises Chief Pilot of the need for the flight; 

Chief Pilot assigns the PIC; 

Only flight crew and essential crew are to be onboard. 

*A flight permit may be required to ferry an aircraft to a maintenance base when the aircraft does not meet the 

applicable airworthiness requirements but is otherwise fit for flight. Refer to the Maintenance Control Manual for 

details. 

4.4 Refusal to Transport 

Talon Helicopters shall not transport a person if, at the time of check-in or at boarding, the actions or statements 

of the person indicate that the person may present a risk to the safety of the aircraft, persons or property. Should 

the employee have any concerns regarding a passenger, that employee shall contact his/her supervisor for 

assistance and guidance. In the event that a passenger is refused transport, the PIC shall submit a Safety Incident 

Report (refer to the SMS Manual). 

4.5 Flight Preparation Procedures 

4.5.1 Pilot-in-Command Duties 

In preparation for a flight, the pilot shall complete the following tasks which are listed in alphabetical order rather 

than an order of priority: 

§ pre-flight completed, including: 

▪ 

▪ 

▪ 

▪ 

▪ 

▪ 

▪ 

▪ 

▪ 

aircraft daily inspection (DI); 

aircraft defects have been corrected or deferred; 

aircraft is deemed fit for flight in accordance with technical dispatch procedures; 

calculation of fuel and oil requirements/determine availability of fuel for mission; 

complete the Company flight itinerary form, when required; 

review of flight plan or Company flight itinerary form reviewed with the flight follower or responsible 

person; 

when at the main base, pilot will post the Company Flight Itinerary form on the wall map; 

review of weather and NOTAMs for planned flight; and, 

weight and balance calculation; 

§ aircraft library checked: 

▪ 

▪ 

▪ 

▪ 

*aircraft journey logbook; 

Canada Flight Supplement; 

Certificate of Airworthiness; 

Certificate of Registration; 






▪ 

▪ 

▪ 

▪ 

▪ 

▪ 

▪ 

checklists (normal, abnormal and emergency); 

Company Operations Manual; 

Emergency Response Guide book; 

Flight Manual with applicable supplements, weight and balance report, equipment list; and, 

maps appropriate for the flight; 

MSDS (as applicable); 

Carriage of Dangerous Goods Manual; 

*The aircraft journey logbook is not required on-board when it is not planned that the aircraft will land and 

shut down at any location other than the point of departure. 

§ pilot documentation checked for validity, including: 

▪ 

▪ 

pilot licence, PPC or PCC, Medical Certificate, and Carriage of Dangerous Goods Certificate; and, 

review of flight and duty times; 

§ helicopter load, including: 

▪ 

▪ 

▪ 

▪ 

fuel; 

supervise or load the baggage and/or cargo; 

secure load; and, 

passengers or persons on-board; 

§ complete passenger or persons briefing; and, 

§ supervise the safe movement of passengers/persons in and around the helicopter. 

4.5.2 Technical Dispatch 

The PIC shall ensure that the aircraft is airworthy in respect of airworthiness directives, maintenance, weight and 

balance control, and operational or corporate requirements. The aircraft shall not be operated unless it is: 

▪ airworthy; 

▪ appropriately equipped, configured and maintained for their intended use; and, 

▪ maintained in accordance with this Maintenance Control Manual. 

Pilots and maintenance personnel must follow these procedures before flight to determine that the aircraft may 

be flown and after an unserviceability to prevent unserviceable aircraft from being flown. 

Before Flight 

The PIC shall: 

§ prior to the first flight of the day, complete the pre-flight inspection, remove all covers and blankets and 

ensure the aircraft is free of ice and correctly fueled; 

§ review the Maintenance Control Card and the logbook entries to ensure that: 

▪ 

▪ 

▪ 

▪ 

▪ 

there are no scheduled maintenance functions or airworthiness directives due; 

the logbook does not have an unserviceability entry; 

any deferred defects will not impact the intended flight; 

any recurring defects will not impact the intended flight; and, 

the weight and balance data is current; 

§ consult with the PRM or the Chief AME, if there is a concern with time remaining until the next 

maintenance task or the acceptability of any defects or the serviceability of the aircraft; and, 

§ upon completion of the daily inspection, make the appropriate entry in the journey log (refer to the 

aircraft journey log for appropriate Daily Inspection Entry Codes). 



Unservicable Aircraft 




Unserviceable aircraft on the ramp not disassembled to a point where it is obvious the aircraft is unserviceable 

shall be marked in such a way that it cannot be inadvertently started and/or flown. A placard of sufficient size, 

where it cannot be missed, that states, or has wording similar to “This aircraft is Unserviceable or AOG” shall be 

attached to the control column or instrument panel. It shall be attached in such a manner that someone cannot 

mistakenly consider that the placard was inadvertently stored or left there. When an aircraft is unserviceable in 

the hangar the Journey Log Book will be placed in the office of the PRM. 

4.6 Preparation of Flight Documents 

4.6.1 General 

Flight documents consist of the following: 

§ Company flight itinerary form (this form is the operational flight plan) and, 

§ Flight Ticket. 

4.6.2 Company Flight Itinerary 

The Company Flight Itinerary satisfies the requirement of the operational flight plan (OFP). The OFP requirements 

are explained in the following table: 

Type 

Requirement for Flight Itinerary Form 

702 day VFR Not required 

702 night VFR Required except when within an aerial work zone 

703 day VFR 

703 day VFR 

Company Procedure: 

Not required when flight originates and terminates on the same 

day at the same aerodrome 

Required when the flight will not return to the departure 

aerodrome on the same day. The Company Flight Itinerary shall 

be carried on-board 

The pilot enters the data for the flight into the Company’s Flight Itinerary Computer Program and then emails or 

texts the Flight Itinerary to the flight follower, or prints the Flight Itinerary and hand delivers it to the flight 

follower. The flight follower acknowledges that the Flight Itinerary has been received either verbally, or by reply to 

the email or text message sent by the pilot. 

The pilot accepts the OFP by emailing and/or printing the Flight Itinerary from the computer program. 

The Flight Itinerary is closed when the pilot changes the Status on the Flight Itinerary to “CLOSED” and emailing the 

status report to the Flight Follower. 

4.6.3 Weight and Balance 

Refer to section 4.14 - Weight and Balance System. 

4.7 Flight Following 

Flight following for a Type D system is the monitoring of a flight's progress and the notification of appropriate 

company and search-and-rescue authorities if the flight is overdue or missing. 






The flight following system incorporates a combination of flight followers, responsible persons and Company flight 

itinerary forms/itineraries. Talon Helicopters are equipped with satellite tracking systems to enhance the flight 

following system. The Company may use the Automated Flight Following (AFF) system’s electronic map display, 

which includes the location of the helicopters, overlaid on an electronic map (i.e. Google Earth). 

When flights are operating from a temporary location, the PIC will assign the duties to a responsible person/flight 

follower. The PIC will provide flight information to that person. 

4.8 Flight Watch and Communications 

Talon Helicopters operates under a pilot self-dispatch system. The pilot is solely responsible for Flight Watch. 

When operating from the main base, the pilot shall: 

§ advise the flight follower on the following information: 

▪ 

▪ 

content of the Company flight itinerary form; and, 

intended route (using the map board, if required); 

§ leave the Company flight itinerary form with the flight follower; and, 

§ any changes to the flight itinerary, as soon as possible. 

When operating away from the main base and when the Company flight follower will not provide flight following, 

the pilot shall: 

§ designate a responsible person to follow the progress of the flight; 

§ brief the responsible person on the following information: 

▪ 

▪ 

▪ 

content of the Company Flight Itinerary form including the estimated time of arrival; 

planned route(s); and, 

procedures and contact numbers to be followed in the event that the flight is overdue (refer to 

Chapter 10 – Emergency Procedures and Equipment). 

The pilot shall inform the Flight Information Centre (FIC), flight follower or “responsible person” if possible of any 

change to the Company flight itinerary form including changes to the following information: 

§ destination; 

§ ETA; 

§ fuel; and, 

§ routing. 

4.9 Post Flight Duties 

Pilots shall complete the following post-flight duties: 

§ close the Company Flight Itinerary by changing Status to CLOSED and emailing the report to the Flight 

Follower; 

§ notify the flight follower or responsible person of the completion of the final flight of the day and the 

location of the helicopter; 

§ complete pilot flight and duty time records; 

§ submit the flight documents, as required; 

§ complete customer billing information; 

§ advise the PRM of any defects; and, 

§ complete of the aircraft journey logbook, including the recording of defects. 






4.10 Retention of Flight Documents 

Company Flight Itinerary forms shall be retained until the termination of the flight(s). Flight tickets shall be 

retained for 2 years. 

4.11 Documentation and Record-Keeping 

Company record-keeping systems include computer records and entries on paper. Electronic records shall be 

protected and regularly backed up for safe-keeping. Management shall provide printed copies of electronic records 

when requested by a Transport Canada Inspector. 

4.12 Dissemination of Operational Information 

Safety Circulars will be used as a means of disseminating operational information of a permanent or temporary 

nature between Managers and employees. The Operations Manager will provide employees with up-dated aircraft 

safety information and any relevant changes to the Canadian Aviation Regulations and/or Standards that may 

affect the operation. 

Safety Circulars policy: 

§ The Operations Manager, Chief Pilot or the PRM shall approve all Safety Circulars; 

§ Safety Circulars shall be posted in the SMS area; 

§ acknowledgement and sign-off by the employee is required to be completed on the circular; and, 

§ Operations Manager may incorporate relevant information from Safety Circulars into the Company 

Operations Manual. 

4.13 Fuel and Oil Requirements 

PICs shall not commence a flight, or during flight, change the destination aerodrome set out in the flight plan or 

flight itinerary unless the helicopter carries sufficient fuel and oil to fly to the destination aerodrome and then to 

fly for a period of: 

§ day VFR (702/703) - 20 minutes at normal cruising speed; or, 

§ night VFR (702) - 20 minutes at normal cruising speed. 

Additionally, every aircraft must carry enough fuel to provide for: 

§ taxiing and foreseeable delays prior to take-off; 

§ meteorological conditions; 

§ foreseeable air traffic routings and traffic delays; and, 

§ any other foreseeable conditions that could delay the landing of the aircraft. 

4.14 Weight and Balance System 

4.14.1 Responsibility 

The PIC will ensure that the helicopter is operated within the weight and balance limitations in the Flight Manual. 

4.14.2 Operational Empty Weights 

The use of operational empty weights shall be in accordance with the Flight Manual of the helicopter type. 

Operational empty weights have been established for the various commonly used configurations of the Company 

aircraft. 






Each aircraft shall have current weight and balance data with an up-to-date equipment list for all configurations. 

The PRM shall keep the data in the Aircraft Weight and Balance Configuration Record Book. Configuration changes 

shall only be done by an AME or a pilot who has been trained in the applicable elementary work task. After a 

configuration change, the person shall record the configuration change in the journey log book. 

4.14.3 Aircraft Loading 

The PIC is responsible for the proper loading of the aircraft, including load restraint, compartment weight, floor 

loading limits and weight distribution. The load (including fuel) shall be distributed to ensure that during every 

phase of flight, the load restrictions, weight, and Centre of Gravity (C of G) of the aircraft conform to the 

limitations specified in the Flight Manual. 

The take-off (internal or external) weight shall not exceed the maximum weight specified in the approved Flight 

Manual. Aircraft weights shall comply with the approved Flight Manual limitations. 

Cargo, baggage, loose equipment, etc. shall be properly secured prior to flight using over-tie down rope, netting, 

seat belts, attachment points or any method or means available. (Refer to section 8.6 - Cargo and Carry-on 

Baggage.) 

No items shall be placed in locations that will limit access to any exit and/or emergency equipment such as a fire 

extinguisher. 

It may be necessary to distribute heavy items so that floor-loading limits are not exceeded. (Refer to the Flight 

Manual). 

4.14.4 Passenger Weight 

Actual passenger weights should be used, but where those are not available, the following average passenger 

weights, which include clothing and carry-on baggage, may be used: 

Passenger Weights Summer (lbs) Winter (lbs) 

Male 200 206 lbs 

Female 165 171 

Child (2-11 yrs) 75 75 

*Infants (less than 2 yrs) 30 30 

*Add the weight of the infant(s) where infants exceed 10% of Adults. 

4.14.5 Carry-on Baggage Weight 

Where there is no carry-on baggage, the above adult weights may be reduced by 13 lbs. 

4.14.6 Cargo/Baggage Weight 

Use actual cargo and baggage weights determined by weighing, or from labels or placards. The weight of the cargo 

shall include the weight of the packing and the packaging material or any other material being transported with 

the cargo. It is not acceptable to use the advertised weight of the product inside a box as the actual weight of the 

box. The weight of the packaging and the box itself must be considered in addition to the weight of the product 

inside. 



4.14.7 Fuel weight 




Refer to the Canada Flight Supplement for volume to weight conversions for maximum density at various 

temperatures. The actual fuel weight for specific conditions may be obtained from the dealer supplying the fuel. 

4.14.8 Calculation 

The PIC shall calculate the weight of the helicopter for the flight to ensure that the maximum take-off weight does 

not exceed the maximum allowable take-off weight specified in the Flight Manual. 

The C of G shall be determined by the PIC to be within the limitations specified in the Flight Manual. The PIC may 

use the following methods to determine the C of G: 

§ pre-calculated worst-case scenarios; 

§ electronic (using Microsoft Excel or similar) weight and balance program; and, 

§ manual calculation using the weight and balance forms found in the Flight Manual. 

Worst-case scenarios have been generated for the helicopters in the various configurations flown. This is the 

primary method for weight and balance calculations. The master documents for the scenarios are stored on the 

Company’s internal server and copies are kept in the helicopter. If the load falls within the limits of these worstcase 

scenarios then further calculation of C of G is not required. 

If the load exceeds the worst-case scenarios, if the scenarios are not available to the pilot, or if the pilot is 

concerned about the load, then the C of G must be calculated using one of the following methods: 

§ electronic (using Microsoft Excel or similar) weight and balance program; or 

§ manual calculation using the weight and balance forms found in the Flight Manual. 

4.14.9 Retention of Weight and Balance Forms 

Completed weight and balance forms shall be kept until the completion of the flight. 

4.14.10 Training 

Each pilot shall receive initial and annual training in this weight and balance system which shall include a full 

weight and balance calculation. 

4.15 Accident/Incident Reporting Procedures 

Refer to the information contained in Chapter 10 - Emergency Procedures and Equipment. 

4.16 Overdue Aircraft Reporting Procedures 

Refer to the information contained in Chapter 10 - Emergency Procedures and Equipment. 

4.17 Use of Checklists and Flight Manual 

Pilots shall be familiar with the Flight Manual and shall operate the aircraft in accordance with the limitations set 

out in the Flight Manual and with the aircraft checklists. 

Normal, abnormal, and emergency checklists must be carried on-board each aircraft. 

Checklists or placards, as applicable, shall include: 



§ a pre-start check; 

§ a pre-take-off check; 

§ a pre-landing check; and, 

§ emergency procedures. 




Emergency procedures shall include: 

§ emergency operation of fuel, hydraulic, electrical and mechanical systems, where applicable; 

§ emergency operation of instruments and controls, where applicable; 

§ engine inoperative procedures; and, 

§ any other procedure that is necessary for aviation safety. 

4.18 Elementary Work Tasks 

The pilots will be issued an Elementary Work Task Card upon completion of training by the PRM. 

4.19 Maintenance Discrepancy Reporting 

4.19.1 General 

The helicopters are operated without Minimum Equipment Lists. This is consistent with the Canadian Aviation 

Regulations. 

Aircraft are maintained in accordance with the company’s approved maintenance schedules which are described in 

the Maintenance Control Manual. 

4.19.2 Reporting Defects 

All defects observed by pilots must be entered in the aircraft journey logbook immediately following the leg of the 

flight on which they are observed. The PIC is responsible for ensuring that the aircraft is airworthy for the intended 

flight and in compliance with the requirements of the Canadian Aviation Regulations. 

All defects found during maintenance must be entered immediately as follows: 

§ if found during routine servicing or line maintenance, including pre-flight checks, defects must be entered 

in the journey log; or, 

§ if found during scheduled inspections, defects shall be rectified in the existing work order/ task. 

4.19.3 Deferral and Rectification of Defects 

Defects shall be deferred using the following procedures: 

§ PIC may defer defects if they ensure the airworthiness of the aircraft will not be in question, by consulting 

with the PRM or the Chief AME. The PRM will maintain a file of all deferred defects in accordance with the 

MCM; 

§ AMEs may defer defects that do not affect the airworthiness of the aircraft; 

§ when either a pilot or an AME defers any defect, the following subjects will be considered: 

▪ 

▪ 

▪ 

▪ 

standards of airworthiness that apply to day or night VFR flight; 

equipment list published by the manufacturer respecting aircraft equipment that is required for 

flight; 

requirements of an Airworthiness Directive; 

equipment needed for mission requirements. 






§ if a defect is deferred, the aircraft information, item block, the defect, reason for deferral, airframe or 

calendar time when defect must be rectified, along with signature of the person deferring the defect and 

date will be entered on the Deferred Defect List. The Deferred Defect List shall be attached to the Journey 

Log; 

§ when the defect is corrected, the details and date of the rectification will be entered and the signature 

block signed by the AME who rectified the defect. The details of the maintenance action will be entered in 

the technical log and the maintenance release statement made on the current page of the Journey Log; 

§ no defect may be deferred beyond the next scheduled check except defects of a minor nature such as 

small tears in upholstery and small paint defects. If a deferred defect is carried over after a scheduled 

check, the defect will be re-inspected to ensure it is still acceptable to be deferred and this inspection 

entered in the journey log. Deferred Defect Lists shall be numbered sequentially; and, 

§ if a defect results in an unserviceable system, and that defect is deferred, the unserviceable system will be 

disabled and placarded clearly. 

4.19.4 Recurring Defects 

A recurring defect is one which is repeated 3 times on a particular aircraft within 15 flights. Anytime a defect is 

reported, the PRM will review both the deferred defects list and previous log pages to determine if the defect (or 

any related defect) has been reported previously. All recurring defects must be the subject of a special 

investigation by the PRM. Aircraft which are subject to a special investigation for a recurring defect shall not be 

returned to service until released by the PRM. 

4.20 Operations Library 

The operations library is located at the main base. When possible, library documents will be electronic and may be 

internet-based. A computer is available for employees to access on-line information such as weather and NOTAMs, 

regulations and some publications. 

While the Operations Manager is responsible for the library, the chief pilot is delegated with ensuring the currency 

of the library and the integrity of the website links used for easy on-line access. 

The following list describes the contents of the library: 

Transport Canada Publications 

In general, the relevant regulations and standards for this operation include: 

§ Aeronautics Act 

§ Canadian Aviation Regulations Part 1 – General 

§ Canadian Aviation Regulations and Standards Part VI - General Operating and Flight Rules: 

▪ 

▪ 

▪ 

▪ 

▪ 

▪ 

Subpart 600 - General Provisions 

Subpart 601 - Airspace 

Subpart 602 - Operating and Flight Rules 

Subpart 605 - Aircraft Requirements 

Standard 625 - Aircraft Equipment and Maintenance Standard, and, 

Subpart 606 - Miscellaneous 

§ Canadian Aviation Regulations Part VII - Commercial Air Services: 

▪ 

▪ 

▪ 

▪ 

Subpart 700 - General 

Subpart 702 - Aerial Work Operations 

Subpart 703 - Air Taxi – Operations 

Subpart 706 - Aircraft Maintenance Requirements for Air Operators 



§ Commercial Air Services Standards: 




▪ 

▪ 

▪ 

▪ 

Standard 720 - General 

Standard 722 - Aircraft in Aerial Work Operations 

Standard 723 - Air Taxi - Helicopters 

Standard 726 - Air Operator Maintenance 

Other Publications 

§ Aeronautical Information Manual 

§ Appropriate Maps (for reference only – may be expired) 

§ Aviation Occupational Health and Safety Regulations 

§ Aviation Safety Letters 

§ Canada Flight Supplement (for reference only – may be expired) 

§ Canada Labour Code (Part II) 

§ Emergency Response Guidebook (for reference only – may be expired) 

§ Flight Manuals for all helicopter types 

§ Carriage of Dangerous Goods Act 

§ Transportation of Dangerous Goods Regulations 

Company Manuals/Documents 

§ Company Operations Manual 

§ Company Carriage of Dangerous Goods Manual 

§ Emergency Response Plan binder 

§ Maintenance Control Manual 

§ SMS Manual 

§ Training Programs Manual 





Chapter 5 § Pilot Requirements 

CHAPTER 5 § PILOT REQUIREMENTS 

5.1 Pilot Qualifications and Requirements 

5.1.1 Minimum Pilots 

The Company shall designate a PIC for each flight. Talon Helicopters’ flights are operated as single-pilot. 

5.1.2 Qualifications 

Refer to section 2.5.3 – Pilot-in-Command. 

5.1.3 Aircraft Ground and Flight Training 

Prior to operating a revenue flight, pilots shall have fulfilled the requirements of the company’s ground and flight 

training programs and check ride. Refer to the Training Programs Manual. 

5.1.4 Type Ratings 

Pilots require a type rating for each helicopter type that they are assigned to fly. Within the 12 months preceding 

the application for the rating, an applicant for an individual aircraft type rating for a helicopter with a minimum 

flight crew requirement of 1 pilot shall have successfully completed: 

§ a flight test, on the helicopter type, for the issue of a licence (Helicopter); 

§ a Pilot Proficiency Check on the helicopter type; or, 

§ a qualifying flight under the supervision of a holder of a Commercial Pilot Licence (Helicopter) or an Airline 

Transport Pilot Licence (Helicopter) who has not less than 10 hours flight time on the type of helicopter 

used for the training. 

5.1.5 Pilot-in-Command Minimum Experience (703) 

Prior to carrying passengers, the PIC shall have a minimum of 5 hours in the PIC position on the aircraft type and 

model. The 5 hours may be reduced by 1 hour for each take-off and landing completed, up to a maximum of 50 per 

cent (at least 2.5 hours with 3 take-offs and landings). Flight times acquired during flight training and PPCs/PCCs on 

the aircraft type can be credited towards this time. 

5.1.6 Transported PPC or PCC (Valid PPC or PCC with a Different Air Operator) 

When a pilot joins the company and has valid training and a valid PPC or PCC on the aircraft type, an abbreviated 

training program can be applied. Refer to the Training Programs Manual. 

5.1.7 Take-Off and Landing Currency (703) 

Except for training, positioning, and ferry flights, a pilot must have completed 3 take-offs and 3 landings on the 

helicopter type in the previous 90 days. 

Pilots shall monitor their currency in take-offs and landings for each helicopter type. Prior to a lapse in currency, 

the pilot shall contact his/her Chief Pilot to arrange for the required take-off and landings to be completed. 

5.1.8 Take-off and Landing Recency 

Prior to carrying passengers, a PIC shall have completed 5 take-offs and 5 landings in the same class of helicopter 

(i.e. single-engine or multi-engine) in the previous 6 months. Pilots shall monitor their currency in take-offs and 






landings for each helicopter type. Prior to a lapse in currency, the pilot shall contact the Chief Pilot to arrange for 

the required take-off and landings to be completed. 

5.1.9 Regaining Qualifications 

For all pilots who have not maintained their currency (3 take-off and landings in 90 days) qualifications for a period 

between 90 days and 180 days, the following must be completed: 

§ a briefing on changes that have occurred to the aircraft or its operation since the last flight; and, 

§ 3 take-offs and landings (which may be carried out as part of a PPC where one has come due). 

5.1.10 Non-Revenue Flights 

The above stated currency, recency, PPC, or PCC requirements are not required for non-revenue flights which 

include training, ferrying or positioning flights. 

5.2 Flight Time and Flight Duty Time Limitations and Rest Requirements 

5.2.1 Interpretations 

"Flight duty time" means the period that starts when a pilot reports for a flight, or reports as a pilot on standby, 

and finishes when the rotors have stopped at the end of the last flight and includes the time required to complete 

any duties assigned by the company. 

"Minimum rest period" means a period during which a pilot is free from all duties, is not interrupted by the 

company and is provided with an opportunity to obtain not less than 8 consecutive hours of sleep in suitable 

accommodation, time to travel to and from that accommodation and time for personal hygiene and meals. 

"On call" means a pilot who has been designated to be available to report for flight duty on notice of 1 hour or 

less. 

“On reserve” means a pilot who has been designated to be available to report for flight duty on notice of greater 

than 1 hour. 

"Standby" means a pilot who has been designated to remain at a specified location in order to be available to 

report for flight duty on notice of 1 hour or less. 

“Suitable accommodation” means a single-occupancy bedroom that is subject to a minimal level of noise, is well 

ventilated and has facilities to control the level of temperature and light or, where such a bedroom is not available, 

an accommodation that is suitable for the site and season, is subject to a minimal level of noise and provides 

adequate comfort and protection from the elements. 

“Unforeseen Operational Circumstances” means an event, such as unforecasted adverse weather, or equipment 

malfunctions or air traffic control delay that is beyond the control of the company. 

5.2.2 Monitoring System 

This section provides information on the process used to track and monitor pilot flight time, flight duty time and 

rest periods as a means of reducing pilot fatigue. An electronic program is used by the Company to monitor this 

system. The Company and pilots share the responsibility of this system. The Operations Manager, or delegate, will 

ensure that work schedules give pilots adequate opportunities for rest between shifts. In turn, pilots are 

responsible to use the rest times to get the sleep they need to be fit for work. Once a pilot reaches a flight time 

limitation he/she is deemed to be fatigued and shall not continue on flight duty or be reassigned to flight duty until 






such time that he/she has had the required rest. Should any person become aware that a pilot will exceed the 

allowed times, that person is to advise the Operations Manager. 

Full time pilots: 

§ shall maintain their copy of their flight and duty time records and shall advise the Chief Pilot when 

approaching any time or day limitation. 

Contract pilots: 

§ prior to starting a contract, shall provide the Chief Pilot with a copy of their flight and duty time records; 

§ upon completion of the contract, the pilot shall provide the Chief Pilot with a copy of their flight and duty 

time records. 

Master copy: 

§ the Company updates the master flight time and flight duty program from the information provided by 

the pilots on the Crew Position Report form. 

The following is a screenshot of the electronic program. To view a sample print-out of pilot records from this 

program, refer to Chapter 13 – Operations Forms. 



5.2.3 Flight Time 




The company and pilots share the responsibility of ensuring that a pilot’s total flight time for all flights, including 

flights in non-company aircraft, will not exceed the following: 

§ 1,200 hours in any 365 consecutive days; 

§ 300 hours in any 90 consecutive days; 

§ 120 hours in any 30 consecutive days or, in the case of a pilot on call, 100 hours in any 30 consecutive 

days; and, 

§ 60 hours in any 7 consecutive days. 

However, the Special Authorization (CAR 700.15(2)(a)) allows for an increase in some of the above referenced 

flight time limitations. Where a flight is conducted with a helicopter not conducting a scheduled passenger service 

or heli-logging, during 6 non-overlapping periods of 30 consecutive days within a 365 consecutive day period, the 

flight time may be increased to a maximum of (indicated by bold print): 

§ 1,200 hours in any 365 consecutive days 




§ 150 hours in any 30 consecutive days; and, 

§ 60 hours in any 7 consecutive days. 

Also, the accumulated 30-consecutive day, 42-consecutive day and 90-consecutive day flight times may be reset to 

zero if the pilot is provided with at least 5 consecutive days free from all duty. 

For heli-logging operations, the maximum flight time in all flying shall not exceed: 

§ 120 hours in any 30 consecutive days for single-pilot helicopters; and, 

§ 1,200 hours in any 365 consecutive days. 

The maximum flight duty time allowed for a pilot shall not exceed: 

§ 14 consecutive hours in any 24 consecutive hours. 

The Special Authorization CAR 700.16(7)(a) allows the flight duty time to be extended to 15 hours (for the 6 nonoverlapping 

periods of 30 consecutive days referred to in Special Authorization CAR 700.15(2)(a) if: 

§ it is not for heli-logging; 

§ it is not used for scheduled service; 

§ the minimum rest period is increased by 1 hour; and, 

§ the maximum flight time does not exceed 8 hours in any 24 consecutive hours. 

Note: While ‘On call’ is not considered Duty Time, time spent on ‘Reserve’ and ‘Standby’ are to be 

included as Duty Time. 

During aerial application operations, the maximum flight duty time may be extended for a split flight duty 

assignment provided that: 

§ the total flight duty time shall not exceed 14 hours in 24 consecutive hours; 

§ rest periods that allow a total of at least 9 hours opportunity to sleep in 24 consecutive hours shall be 

taken in suitable accommodation; 

§ 1 of these rest periods shall allow at least 5 consecutive hours opportunity to sleep between 20:00 and 

06:00 local time; and, 






§ the pilot shall receive at least 5 periods of 24 consecutive hours free from duty within each 30 consecutive 

days. 

5.2.4 Minimum Rest Period 

Following a flight duty time assignment, the company will allow the pilot at least the minimum rest period and any 

additional rest period required by regulation. A pilot shall use a rest period to obtain the necessary rest and shall 

be adequately rested prior to reporting for flight duty. 

Where flight duty time includes a rest period, the flight duty time may be extended beyond the maximum flight 

duty time of 14 hours by ½ the length of the rest period to a maximum of 3 hours, if: 

§ the company provides the pilot with advance notice of the extension of flight duty time; 

§ the company provides the pilot with a rest period of at least 4 consecutive hours in suitable 

accommodation; and, 

§ the pilot’s rest is not interrupted by the company during the rest period. 

Following extended flight duty time, the minimum rest period prior to the next flight duty time shall be increased 

by an amount at least equal to the extension to the flight duty time. 

5.2.5 Unforeseen Operational Circumstances 

The maximum Flight Time and Flight Duty Time may be exceeded by 3 hours if the flight is extended as a result of 

unforeseen operational circumstances. This may be applied if the pilot considers it safe to exceed the maximum 

flight time and flight duty time, and the company and the pilot comply with the following conditions: 

§ subsequent minimum rest period shall be increased by an amount at least equal to the extension to the 

flight duty time; 

§ the pilot notifies the company of the length of and the reason for the extension; 

§ the company retains the notifications until the completion of the next Transport Canada audit; and, 

§ Transport Canada is notified as soon as practicable. 

Flights shall be planned to be completed within the maximum flight time and maximum flight duty time taking into 

account the time necessary for pre-flight and post-flight duties, the flight, or series of flights, forecast weather, 

turn-around times, and the nature of the operation. 

5.2.6 Delayed Reporting Time 

Where a pilot is notified of a delay in reporting time before leaving a rest facility and the delay is in excess of 3 

hours, the pilot’s flight duty time is considered to have started 3 hours after the original reporting time. 

5.2.7 Time Free From Duty 

The company will ensure that pilots have sufficient time free from duty. The minimum time is 1 period of 24 

consecutive hours of time off: 

§ 3 times within each 30 consecutive days; and, 

§ 13 times within each 90 consecutive days. 

Where the pilot is “on call”, the required time off is 1 period of at least 36 consecutive hours within each 7 

consecutive days or 1 period of at least 3 consecutive calendar days within each 17 consecutive days. Also, the 

company must notify a pilot on call of the commencement and duration of the pilot’s time free from duty. 






The Special Authorization CAR 700.19(2)(a) allows for a change to the time free from duty. Where a flight is 

conducted with a helicopter not conducting a scheduled passenger service or heli-logging, the 24 consecutive 

hours 3 times within each 30 consecutive days may be replaced by the following: 

§ at least 5 consecutive periods of 24 consecutive hours free from duty; a pilot may be assigned duty for up 

to 42 consecutive days; and, 

§ the pilot shall receive at least 5 consecutive periods of 24 consecutive hours free from duty following any 

assignment that exceeds 27 consecutive days. 

5.2.8 Travel for Flight Re-positioning 

Where a pilot is required by the company to travel for the purpose of positioning after the completion of flight 

duty time, the pilot will have an additional rest period at least equal to 1/2 the time spent traveling that is in 

excess of the pilot’s maximum flight duty time. 





Chapter 6 § Aircraft Requirements 

CHAPTER 6 § AIRCRAFT REQUIREMENTS 

6.1 Equipment Requirements – Night VFR (702) 

During night VFR flights the aircraft shall be equipped with: 

§ at least 1 landing light; 

§ all of the necessary current aeronautical charts and publications covering the route of the proposed flight 

and any probable diversionary route; and, 

§ a current database, if the aircraft is operated in night VFR flight and database-dependent navigation 

equipment is used. 

6.2 External Load Equipment 

An external load shall not be carried unless the attachment device is authorized in a supplemental type certificate 

or in an airworthiness approval relating to the operational configuration of the aircraft. 

6.3 Marking and Placards 

The markings or placards required by the applicable standards of airworthiness shall be affixed to the aircraft or 

attached to a component of the aircraft in accordance with those standards. 

6.4 Resetting of Tripped Circuit Breakers 

The Flight Manual and the Maintenance Control Manual procedures and limitations shall be the basis for circuit 

breaker (CB) resetting procedures. 

General 

There is a latent danger in resetting a CB tripped by an unknown cause because the tripped condition is a signal 

that something may be wrong in the related circuit. Until it is determined what has caused a trip to occur, PICs 

have no way of knowing the consequences of resetting a tripped CB. 

With a CB associated with Fuel Pump Circuit or Fuel Quantity Indicating System (FQIS), special caution is 

appropriate because of the possibility that arcing might lead to the ignition of fuel or fuel vapours. 

The resetting of fuel boost pump and/or the Fuel Quantity Indicator CBs in-flight is not recommended unless 

authorized by the aircraft manufacturer, and then only when authorized by the PIC. 

The resetting of fuel boost pump and/or Fuel Quantity Indicator CBs on the ground, without first identifying the 

source of the electrical fault is not recommended. 

On-the-Ground 

A CB tripped by an unknown cause may only be reset on the ground after maintenance has determined the cause 

of the trip and has determined that the CB may be safely reset. A CB may be cycled (tripped, pulled, or reset) 

where it is required to be performed within approved maintenance inspection criteria, or as part of an approved 

trouble-shooting procedure, unless doing so is specifically prohibited. Resetting a CB tripped by an unknown cause 

should normally be a maintenance function conducted on the ground. 



In-Flight 




A tripped CB shall not be reset in flight unless doing so is consistent with explicit procedures specified in the 

checklists and Flight Manual or unless, in the judgment of the PIC, resetting the CB is necessary for the safe 

completion of the flight. Pilots should limit resetting of a CB to 1 in-flight reset, where this action is required. 

No attempt should be made to reset a CB if it trips a second time. 

Each pilot will receive annual training in CB resetting procedures. (Refer to the Training Programs Manual.) 

For further guidance material refer to AIM, AIR 4.11 - Circuit Breakers and Alerting Devices and Commercial and 

Business Aviation Policy Letter #161. 

6.5 Seat, Safety Belt and Shoulder Harness Requirements 

The helicopter shall be equipped with a seat and safety belt, including a shoulder harness, for each person onboard 

the aircraft other than an infant. The safety belt shall have a metal-to-metal latching device. 

Helicopters manufactured after September 16, 1992 (normal or transport category) require each seat to be 

equipped with a safety belt that includes a shoulder harness. 

The aircraft shall be equipped with a seat and a safety belt that includes a shoulder harness for each person onboard 

the aircraft for the following operations: 

§ class B or C external load operations; or, 

§ aerial inspection conducted at altitudes below 500 feet AGL. 

A seat and/or safety belt is not required when a restraint system which is secured to the primary structure of the 

aircraft is provided for each person who is: 

§ carried on a stretcher or in an incubator or other similar device; 

§ carried for the purpose of parachuting from the aircraft; or, 

§ required to work in the vicinity of an opening in the aircraft structure. 

6.6 Instrument Requirements 

6.6.1 Instrument Requirements - Day VFR 

No person shall conduct a take-off for the purpose of a day VFR flight unless it is equipped with the following 

instruments: 

§ in uncontrolled airspace, an altimeter; 

§ in controlled airspace, a sensitive altimeter adjustable for barometric pressure; 

§ an airspeed indicator; 

§ a magnetic compass or a magnetic direction indicator that operates independently of the aircraft 

electrical generating system; 

§ a tachometer for the engine and rotor that has limiting speeds established by the manufacturer; 

§ an oil pressure indicator for an engine employing an oil pressure system; 

§ a means for the PIC, when seated at the flight controls, to determine the fuel quantity in each main fuel 

tank; and, 

§ a radio communication system adequate to permit 2-way communication on the appropriate frequency. 






6.6.2 Instrument Requirements - Night VFR (702) 

No person shall conduct a take-off for the purpose of a night VFR flight unless it is equipped with the following 

instruments: 

§ instruments required for day VFR; 

§ sensitive altimeter adjustable for barometric pressure; 

§ vertical speed indicator; 

§ a means of preventing malfunction caused by icing for each airspeed indicating system; 

§ outside air temperature gauge; 

§ a gyroscopic direction indicator or a stabilized magnetic direction indicator, when the aerodrome is not 

visible from the aircraft; 

§ an attitude indicator; 

§ a turn and slip indicator or turn coordinator; 

§ where the aircraft is to be operated within the Northern Domestic Airspace, a means of establishing 

direction that is not dependent on a magnetic source; 

§ radio communication equipment adequate to permit 2-way communication on the appropriate 

frequency; 

§ radio navigation equipment adequate to permit the aircraft to be navigated safely; and, 

§ means for lighting for all instruments used to operate the helicopter. 

6.7 Fuelling Procedures 

6.7.1 Supervision 

The PIC will supervise the fuelling of their aircraft to ensure that the following fuelling procedures are followed. 

6.7.2 Fuel Contamination Precautions 

Helicopters should be fuelled from a dispensing system that has an approved filter, water separator, or monitor to 

prevent water or sediment entering the helicopter’s fuel tanks. If it is necessary to use drums or cans of fuel then 

the fuel is to be filtered through a proper filter and water separator. A clean chamois or felt lined filter funnel may 

only be used under dire emergency conditions, recognizing that filter fibres may clog fuel system filters and 

nozzles. After the emergency flight, the aircraft should be checked following approved maintenance instructions 

for contaminated fuel. 

Note: Ordinary plastic funnels or other non-conducting materials can increase static generation. The use 

of chamois as a filter is extremely hazardous. 

During the pre-flight check, a reasonable quantity of fuel should be drawn from the lowest point in the fuel system 

into a plastic jar. A “clear and bright” visual test should be made to establish that the fuel is completely free of 

visible solid contamination and water (including any resting on the bottom or sides of the container) and that the 

fuel possesses an inherent brilliance and sparkle in the presence of light. 

6.7.3 Bonding Requirements 

Fuel passing through pipes, filters and hoses generates static electricity. If proper precautions are not taken, this 

static can discharge as a spark, and ignite the fuel. 

Sparks can be avoided by proper electrical bonding of all parts of the fuelling system and the aircraft. Bonding 

cables must be conductive, durable and flexible. Bonding connections must be electrically and mechanically firm. 

Loose bonds can be an arc point generating a spark and must be repaired. Jacks, plugs, clamps, and connecting 

points must be clean, unpainted metal to provide a positive electrical connection. The bond must be maintained 






until fuelling connections have been removed, thus allowing separated charges that could be generated during the 

fuelling operation to reunite. 

Note: Jet B ignites more easily than Jet A. A Jet B fire will spread about thirty times faster than a Jet A fire. 

6.7.4 Bonding Procedures 

Use a separate wire to bond the fuel source to the helicopter. This wire shall not be a wire which is part of the fuel 

hose. 

The following procedure for bonding shall be used: 

§ bond the drum, fuelling vehicle or cabinet to the helicopter 

§ bond the hose nozzle (which must be fitted with a bonding wire with a clip or plug attached) directly to a 

part of the helicopter that is metallically connected to the tank filler port; 

§ remove aircraft fuel cap; and, 

§ commence fuelling. 

If fuelling from a drum: 

§ bond the pump to the drum; 

§ open the drum cap; and, 

§ insert the pump stand-pipe. 

Once fuelling is complete, reverse the order in accordance with the following: 

§ replace the aircraft fuel cap; and, 

§ unhook the bonding wire 

6.7.5 Fuelling with Passengers On-board 

Helicopters may be fuelled with passengers on-board, embarking or disembarking, under the following conditions: 

§ the PIC supervises the fuelling and remains near the helicopter to immediately communicate with and 

assist in the evacuation of passengers in an emergency; 

§ all exits are clear of obstruction and available for passenger evacuation; 

§ the helicopter engines are not running; 

§ electrical power supplies are not being connected or disconnected, and any equipment likely to produce 

sparks or arcs is not being used; 

§ smoking is not permitted in the helicopter or in the vicinity of the helicopter; 

§ fuelling is suspended when there are lightning discharges within 8 km of the helicopter; 

§ combustion heaters in the helicopter or in the vicinity of the helicopter are not operated; 

§ known high energy equipment such as High Frequency (HF) radios are not operated, unless in accordance 

with the approved Flight Manual where the manual contains procedures for the use of this equipment 

during fuelling; and, 

§ photographic equipment is not used within 10 feet (3 m) of the fuelling equipment or the fill or vent 

points of the helicopter fuel systems. 

6.7.6 Fuelling with Engine Running 

Refuelling with engine running and rotors turning (Hot Refuelling) may be conducted under the following 

conditions: 

§ when a PIC is at the controls of the helicopter: 






▪ there are no passengers on-board, embarking, or disembarking the aircraft; 

§ when a PIC is not at the controls of the helicopter: 

▪ there are no passengers on-board, embarking, or disembarking the aircraft; 

▪ all flight control frictions must be tightened or flight control locks engaged; 

▪ the engine throttle(s) must be reduced to ground idle; and, 

▪ the PIC conducts the refuelling operation; 

§ the safety conditions specified in section 6.7.5 - Fuelling with Passengers On-board have been met. 





Chapter 7 § Operating Requirements 

CHAPTER 7 § OPERATING REQUIREMENTS 

7.1 Flight in Hazardous Conditions 

“No person shall conduct a take-off or continue a flight in an aircraft where icing conditions are reported to 

exist or are forecast to be encountered along the route of flight unless current weather reports or pilot 

reports indicate that icing conditions no longer exist.” (CAR 605.30) 

Flight in icing, thunderstorms, and whiteout conditions is prohibited. 

Early identification of these hazards is essential. Indications or conditions that lead to such conditions are: 

§ icing, precipitation, temperatures at or near freezing: 

▪ 

▪ 

▪ 

appearance of ice at the bottom of the PIC’s windscreen, mirror-brackets; 

aircraft vibration; or, 

increase of torque or manifold pressure, as applicable, without an increase of collective pitch; 

§ thunderstorms: 

▪ 

▪ 

▪ 

▪ 

§ whiteout: 

▪ 

▪ 

▪ 

wind shear; 

rapid temperature change; 

lightning; or, 

scud roll; 

overcast (flat light); 

poor depth definition; or, 

no perception of aircraft movement. 

Should an aircraft inadvertently enter these conditions, the PIC shall take the following action: 

§ icing: reverse course or look for warmer air by descending or land as soon as possible; 

§ thunderstorms: reverse course or land as soon as possible; and, 

§ white-out: use available references, reverse course if possible, look for a feature that stands out from the 

surrounding terrain (tree, rocks etc.), land as soon as possible. 

7.2 High Density Altitudes 

The PIC shall consult the performance charts in the Flight Manual when conducting operations at high density 

altitudes. They must be aware that increases in temperature and/or altitude will result in deterioration in aircraft 

performance. 

7.3 Flights Over Water (702/703) 

A flight shall not be operated beyond a point where the helicopter could reach shore in the event of an engine 

failure unless operating in accordance with the requirements of Special Authorization CAR 703.23 or 702.20. (Refer 

to section 9.6 – Over-Water Operations in a Land Aircraft for information on 702 operations over water.) 

SA CAR 703.23 

A flight shall not be operated beyond a point where the helicopter could reach shore in the event of an engine 

failure unless operated in accordance with the following: 

§ the helicopter shall be equipped with an approved emergency flotation kit and operated in accordance 

with the Emergency Flotation Kit Flight Manual Supplement; 






§ when enroute over water, the helicopter shall be operated at an altitude that will provide adequate time 

for full inflation of the flotation devices prior to water contact; 

§ life preservers shall be carried and stowed so that they are within reach of each person carried when 

seated with his or her seat belt fastened; 

§ passenger briefing ditching procedures are in place (refer to section 10.6 – Passenger Preparation for 

Emergency Landing/Ditching); 

§ the PIC shall file a flight plan or flight itinerary; and, 

§ flights conducted over water more than 15 minutes at normal cruising speed from shore or from a 

suitable aerodrome shall be capable of direct flight following radio communications. 

Note: Prior to utilizing this Special Authorization, the PIC shall ensure that the aircraft is equipped with the 

required flotation kit and additional survival equipment. (Refer to Chapter 10 - Emergency 

Procedures and Equipment). 

7.4 Ice, Frost and Snow Critical Surface Contamination 

“No pilot shall conduct or attempt to conduct a take-off in an aircraft that has frost, ice, or snow adhering to 

any of its critical surfaces.” (CAR 602.11) 

"Critical surfaces" means the main and tail rotors, horizontal stabilizers, vertical stabilizers or any other stabilizing 

surface of the helicopter, and the upper fuselage forward of the engine intakes. 

Frost, ice, or snow may adhere to the aircraft if snow is falling or the outside air temperature is below freezing, or 

has recently been below freezing. Where such conditions exist, the PIC is to inspect the helicopter immediately 

before starting to determine whether any frost, ice or snow is adhering to any of its critical surfaces. 

Frost, ice, or snow may be removed by the following applications: 

§ moving the aircraft to a warm hangar; 

§ leaving in the sunshine; 

§ starting the engine and rotors then shutting down for re-inspection; 

§ using mechanical methods such as brushing, squeegeeing or sweeping, taking care not to damage the 

aircraft; or, 

§ applying de-icing fluid, providing that the fluid is approved for use by the company and is applied with 

care to avoid damage to the aircraft. 

If a clean aircraft cannot be assured, the only acceptable alternative is to cancel or postpone the flight until 

conditions are acceptable. 

Normally, a visual inspection of the aircraft critical surfaces will be sufficient to ensure a clean aircraft for 

departure; however, under certain circumstances a tactile inspection may be the only way of confirming that the 

critical surfaces are clean. A tactile inspection requires the PIC to touch the aircraft surfaces, specifically critical 

surfaces, to determine that they are free of contamination. 

The tactile inspection is a good procedure for the detection of clear ice on the aircraft’s critical surfaces both 

before and after de-icing, and also useful to determine if any loose snow is sticking to the aircraft surface. 

7.5 IFR (Not Authorized) 

IFR flights are not authorized. 



7.6 Low Level Operations 

7.6.1 Minimum Altitudes and Distances 




Except where conducting a take-off, approach or landing, no person shall operate an aircraft: 

§ over a built-up area, or over an open-air assembly of persons, unless the aircraft is operated at an altitude 

from which, in the event of an emergency necessitating an immediate landing, it would be possible to 

land the aircraft without creating a hazard to persons or property on the surface, and, in any case, at an 

altitude that is not lower than 1,000 feet above the highest obstacle located within a horizontal distance 

of 500 feet from the helicopter; 

§ in circumstances other than those referred to in the above paragraph, at a distance less than 500 feet 

from any person, vessel, vehicle or structure; and, 

§ where the aircraft is operated in an area other than a built-up area or over an open assembly of persons, 

and except when taking off or landing, the helicopter shall remain at a distance of no less than 500 feet 

from any person, vessel, vehicle or structure. 

7.6.2 Operation of an Aircraft Over Built-up Area 

SA CAR 702.22(2) 

General 

This Special Authorization (SA) permits Talon Helicopters Ltd. to operate a helicopter over a built-up area at 

altitudes and distances less than those specified in paragraph 602.14(2)(a) to conduct aerial photography, LiDAR 

mapping or aerial surveys. 

Limitations 

This authorization is subject to the following conditions: 

§ Talon Helicopters Ltd. will submit an information package to Transport Canada including the following: 

▪ 

▪ 

▪ 

date(s) of the operation; 

maps of the work zones/routes; 

acknowledgment of notification by the affected cites/municipalities; 

§ the operation shall be conducted under Day VFR conditions using a multi-engine aircraft only; 

§ height of the aircraft shall be no lower than 500’ above the highest obstacle and no closer than 300’ 

horizontally from any building, structure, or obstacle; 

§ the aircraft shall be configured such that safe single engine fly away is assured at all times; 

§ the transit routes to and from the work zones shall be flown in accordance with Canadian Aviation 

Regulation 602.14, Minimum Altitude and Distances; 

§ the aircraft shall be maintained in accordance with the manufacturer’s specifications and requirements; 

§ the aircraft shall remain clear of all buildings, structures and assemblies of persons at all times; 

§ the aircraft shall be operated in such a manner as to not pose a threat to any persons or property; 

§ all personnel involved shall be briefed on the operation, safety precautions and emergency procedures 

before flight operations commence; 

§ persons carried on board the helicopter shall be limited to essential persons only; 

§ the operation shall be coordinated with the appropriate Air Traffic Control authorities. 



7.6.3 Permissible Low Level Flight 




A person may operate an aircraft at altitudes and distances less than those referred to in section 7.6.1 – Minimum 

Altitudes and Distances, where the aircraft is operated: 

§ at altitudes and distances that are not less than necessary for the purposes of the operation in which the 

aircraft is engaged; 

§ the aircraft is operated without creating a hazard to persons or property on the surface; and 

§ the aircraft is operated for: 

▪ 

▪ 

▪ 

▪ 

▪ 

a police operation that is conducted in the service of a police authority; 

saving human life; 

fire-fighting or air ambulance operations; 

the administration of the Fisheries Act or the Coastal Fisheries Protection Act; or, 

the administration of the national or provincial parks. 

Furthermore, a person may operate an aircraft, to the extent necessary for the purpose of the operation in which 

the aircraft is engaged, at altitudes and distances less than those set out in: 

§ section 7.6.2 - Operations of an Aircraft Over Built Up Area when authorized to do so in a built-up area or 

an aerial work zone; or, 

§ section 7.6.1 - Minimum Altitudes and Distances, third bullet which states “where the aircraft is operated 

in an area other than a built-up area or over an open assembly of persons, and except when taking off or 

landing, the helicopter shall remain at a distance of no less than 500 feet from any person, vessel, vehicle 

or structure” and, where the aircraft is operated without creating a hazard to persons or property on the 

surface and the aircraft is operated for the purpose of: 

▪ 

▪ 

▪ 

aerial application or aerial inspection; 

aerial photography; or, 

helicopter external load operations. 

7.7 VFR Weather and VFR Flight Procedures 

7.7.1 VFR Flight Requirement 

“No person shall commence a VFR flight unless current weather reports and forecasts, if obtainable, indicate 

that the weather conditions along the route to be flown and at the destination aerodrome will be such that 

the flight can be conducted in compliance with VFR.” CAR 703.29 

Helicopters shall be operated with visual reference to the surface. 

7.7.2 VFR Weather 

All company flights shall be conducted under VFR, or when authorized by an Air Traffic Control unit, under Special 

VFR. The helicopter shall be operated with visual reference to the surface. 

The following minimum visual meteorological conditions for VFR flight shall be adhered to. 

Controlled Airspace 

§ flight visibility is not less than 3 miles; 

§ the distance from cloud is not less than 500 feet vertically and 1 mile horizontally; and, 

§ within a control zone: 

▪ 

when reported, ground visibility is not less than 3 miles; and, 






▪ except when taking off or landing, the distance of the helicopter from the surface is not less than 500 

feet. 

Uncontrolled Airspace 

Where operations are conducted at or above 1,000 feet AGL: 

§ during the day, flight visibility is not less than 1 mile; 

§ during the night, flight visibility is not less than 3 miles; and, 

§ distance of the aircraft from cloud must not be less than 500 feet vertically and 2,000 feet horizontally. 

Where operations are conducted at less than 1,000 feet above AGL: 

§ during the day, flight visibility is not less than 1 mile; 

§ during the night, flight visibility is not less than 3 miles; and, 

§ the aircraft is operated clear of cloud. 

The aircraft may be flown in visibility as low as 1/2 mile during the day in uncontrolled airspace. Refer to section 

7.7.5 – VFR Flight Minimum Visibility – Day VFR in Uncontrolled Airspace. 

Special VFR day and night weather limits require that: 

§ the helicopter is operated clear of cloud and with visual reference to the surface at all times; 

§ the flight visibility is not less than ½ mile; 

§ the aircraft is equipped with radio communication equipment capable of maintaining communication with 

the appropriate air traffic control unit; and, 

§ authorization for SVFR must be requested and obtained from the appropriate air traffic control unit. 

7.7.3 Night VFR Flights 

The Company has approval to operate 702 VFR flights at night. Refer to Chapter 9 – Aerial Work Operations. The 

Company does not have approval to operate 703 VFR flights at night. 

7.7.4 Night VFR Aerodrome Requirements 

During night VFR operations, landings will only be made at the following: 

§ airports certified and illuminated for night operations; or, 

§ heliports certified and illuminated for night operations; or, 

§ aerodromes which meet the approved lighting requirements. 






7.7.5 VFR Flight Minimum Visibility - Day VFR in Uncontrolled Airspace 

SA CAR 702.17(2)(a) 

SA CAR 703.28(2)(a) 

The company has authority for a helicopter to be flown in reduced day VFR visibility limits to a minimum of 1/2 

mile in uncontrolled airspace. 

Prior to undertaking any flight, especially when reduced visibility conditions are anticipated, PICs shall familiarize 

themselves thoroughly with: 

§ weather; 

§ route; 

§ terrain; 

§ obstacles; 

§ possible diversion routes; 

§ alternates; and, 

§ fuel requirements. 

PICs shall also consider all conditions which may be a possible hazard to the flight such as the: 

§ aircraft gross weight; 

§ the wind and weather; 

§ the route and terrain; 

§ the time of day; 

§ availability or lack of communications; and, 

§ the potential for white-out conditions. If the area ahead looks doubtful - turn around. Do not fly past your 

present reference point without the next reference point in sight. 

When a PIC decides that the hazard(s) involves an unacceptable level of risk, then the flight shall be revised or 

cancelled as required to mitigate the risk. A major factor in accidents during low visibility flights is the failure of the 

PIC to realize that the aircraft is travelling too fast for the given conditions. All PICs are cautioned that as visibility 

decreases, so must forward airspeed and that they are to remain clear of cloud at all times. Poorly visible objects 

that can be difficult to see in normal visibility conditions (dead snags, tree tops, wires etc.) are a further hazard to 

flight in reduced visibility. 

Causes of reduced visibility can be attributed to small particles of matter being suspended in the air, which in turn 

causes an obscuring phenomenon. This can include haze, smoke, sand/dust and precipitation (fog, mist, cloud, 

rain, drizzle, snow). Smoke particles are nuclei for condensation of water vapour, so smoke and fog, or stratus, can 

very often be mixed together. Rain or drizzle streaming across a windscreen, reduces the visibility from the cockpit 

causing refractive error. This causes objects to appear lower than they actually are. For instance, a hilltop at half a 

mile ahead could appear to be about 260 feet lower than it actually is. 

In the summer months, greater care needs to be taken when operating in forest fire areas, due to the associated 

reduced visibility with smoke (and rain on occasion). In the winter months, rain, ice, snow etc., may be 

encountered, resulting in greater caution required by all PICs when operating in the associated reduced visibility. 

Prior to a flight at less than 1 mile visibility, the following conditions shall be satisfied: 

§ the PIC has at least 500 hours of PIC experience in helicopters; 

§ the helicopter shall be operated at a reduced air speed that will provide the PIC adequate opportunity to 

see and avoid obstacles and make a 180° turn; 

§ the following minimum safe airspeeds have been established for each helicopter type: 



▪ Bell 206 40 MPH 

▪ AS350 40 MPH 

▪ AS355 40 MPH 




Note: Should the operation be such that the airspeed needs to be reduced even further (i.e. below this 

minimum speed) the pilot shall not proceed any further on the selected route. In this case, either a 

safe landing shall be made at the nearest suitable landing site, or a turnaround shall be initiated. 

§ the PIC has completed Pilot Decision Making training; and, 

§ the PIC has completed initial and annual recurrent flight training for operations in reduced visibility (refer 

to the Flight Training Manual). 

7.7.6 VFR Over-the-Top (not authorized) 

VFR over-the-top flights are not authorized. 





Chapter 8 § Passenger & Cabin Safety Procs (703) 

CHAPTER 8 § PASSENGER AND CABIN SAFETY PROCEDURES (703) 

8.1 General 

This chapter provides guidance and procedures regarding passenger and cabin safety procedures for 703 

operations. 

8.2 Safe Movement to and from the Helicopter 

The PIC is responsible for the safe movement of passengers to and from the helicopter. 

The PIC shall ensure that: 

§ wherever possible, helicopters are parked in a location that reduces passenger exposure to hazardous 

conditions; 

§ passengers are alerted to hazardous conditions; 

§ passengers are provided guidance and, where necessary, an escort is provided to ensure passengers are 

directed along a safe route to or from the helicopter; 

§ smoking restrictions are enforced; 

§ personal headsets that are used with personal entertainment systems are not worn; and, 

§ passengers are briefed on how to safely emplane and deplane when the aircraft engines are running. 

8.3 General Use of Safety Belts and Restraint Systems 

8.3.1 Requirements 

The PIC shall direct all of the persons on-board the aircraft to fasten safety belts: 

§ during movement of the aircraft on the surface; 

§ during take-off and landing; and, 

§ at any time during flight that the PIC considers it necessary that safety belts be fastened. 

The above instructions also apply to the use of the following restraint systems: 

§ a child restraint system; or, 

§ a restraint system used by a person when working in the vicinity of an opening in the aircraft structure. 

Requirements for the use of the child restraint system: 

§ the person using the child restraint system is accompanied by a parent or guardian who will attend to the 

safety of the person during the flight; 

§ the weight and height of the person using the child restraint system are within the range specified on the 

unit; 

§ the child restraint system bears a legible National Safety Mark (see below); 

§ the system is properly secured by the safety belt of a forward-facing seat; 

§ it is not located in an emergency exit row and does not block access to an aisle; 

§ the tether strap is used according to the manufacturer's instructions or, secured so as not to pose a 

hazard to the person using the child restraint system or to any other person; and, 

§ where a seat incorporates design features to reduce occupant loads, such as the crushing or separation of 

certain components, and the seat is in compliance with the applicable design standards, no person shall 

use the tether strap on the child restraint system to secure the system. 

Every passenger who is responsible for a person who is using a child restraint system on-board an aircraft shall be: 






§ seated in a seat adjacent to the seat to which the child restraint system is secured; 

§ familiar with the manufacturer's installation instructions for the child restraint system; and, 

§ familiar with the method of securing the person in the child restraint system and of releasing the person 

from it. 

8.3.2 Child Restraint Systems 

Child Restraint System - means any device, other than a safety-belt, that is designed to restrain, seat or position a 

person and that conforms to the applicable standards of airworthiness set out in Chapter 551 - Aircraft Equipment 

and Installation of the Airworthiness Manual. 

Approved systems as a restraint system in an aircraft: 

§ Infant Restraint System - an aft-facing restraint system. Weight restrictions are specified on the system. 

Infant restraint systems are certified to CMVSS 213.1; 

§ Child Restraint System - a forward-facing restraint system. Weight restrictions are specified on the 

system. Child restraint systems are certified to CMVSS 213; or, 

§ CARES device (manufactured by AmSafe) - children ages 1 to 4, weighing between 22 and 44 lbs (10-20 

kg), and measuring 40 in. (100 cm) or less in height. 

Systems not approved as a restraint system in an aircraft: 

§ booster cushions are not approved for use in an aircraft; 

§ infant carriers such as Snugli; or, 

§ "Belly" or "loop" belt: a belt for infant use that is attached to an adult's safety belt by feeding the adult's 

belt segment through a loop on the infant's belt. 

Restraint systems manufactured or sold in Canada must be affixed with the National Safety Mark (see below), 

which indicates the standard to which the restraint system conforms: 

§ child restraint system - CMVSS 213; or, 

§ infant restraint system - CMVSS 213.1. 

National Safety Mark 

8.4 Cabin Safety 

In the helicopter, the PIC will ensure that: 

§ all passengers are seated and secured with a safety belt or restraint system which is properly adjusted and 

securely fastened; 

§ the shoulder harness shall be fastened; 






§ any passenger who is responsible for an infant for which no child restraint system is provided, must hold 

the infant securely in the passenger's arms; 

§ any person who is using a child restraint system, is properly secured; and, 

§ seats located at emergency exits are not occupied by passengers whose presence in those seats could 

adversely affect the safety of passengers or crew members during an emergency evacuation. 

No passenger shall be responsible for more than 1 infant. 

For restrictions when fuelling with passengers on-board, embarking or disembarking, refer to section 6.7.5 - 

Fuelling with Passengers On-board. 

8.5 Portable Electronic Devices 

Use of the following portable 2-way radio communication electronic devices on-board a helicopter in flight is 

prohibited: 

§ mobile phones: 

▪ 

▪ 

restricted when engines running during taxi-out, take-off, landing, or as restricted by pilot; 

if phone is capable of “airplane mode” which disables the wireless component, they may be used 

during cruise portion of flight; 

§ 2-way radios; 

§ mobile satellite service handsets; 

§ personal communication devices, etc.; or, 

§ any transmitting device which intentionally radiates radio frequency signals such as citizen band (CB) 

radios and transmitters that remotely control devices such as toys. 

The following devices are permitted without restriction: 

§ hearing aids; 

§ heart pacemakers; 

§ electronic watches; and, 

§ properly certified operator equipment such as operator provided passenger air/ground telephone 

equipment operated in accordance with all other safety requirements. 

Other devices may be used except during takeoff, climb, approach and landing, provided the PIC establishes before 

takeoff that the device does not interfere with any aircraft systems. Such devices include, but are not limited to: 

§ audio or video recorders; 

§ audio or video playback devices; 

§ electronic entertainment devices; 

§ computers and peripherals; 

§ calculators; 

§ FM receivers; 

§ TV receivers; or, 

§ electric shavers. 

8.6 Cargo and Carry-on Baggage 

The PIC shall ensure that: 

§ carry-on baggage, equipment and cargo is: 






▪ 

▪ 

stowed in a bin, compartment, rack or other location that is certified in accordance with the aircraft 

type certificate in respect of the stowage of carry-on baggage, equipment or cargo; or, 

restrained so as to prevent them from shifting during movement of the aircraft on the surface and 

during take-off, landing and in-flight turbulence; 

§ the safety equipment, the normal and emergency exits are accessible to passengers; 

§ equipment and cargo stowed in a passenger compartment is packaged or covered to avoid possible injury 

to persons on-board; and, 

§ cargo that is stowed in a compartment to which crew members have access is stowed in such a manner as 

to allow a crew member to effectively reach all parts of the compartment with a hand-held fire 

extinguisher. 

8.7 Passenger Safety Briefings - Requirement 

The PIC shall ensure that passengers are given safety briefings in accordance with the instructions in this chapter. 

8.8 Passenger Safety Briefing 

The normal Passenger Safety Briefing will consist of a verbal briefing by a pilot which includes the following 

information applicable to the aircraft, equipment, and operation: 

Prior to take-off (or prior to embarking when rotors are turning): 

§ stowage of carry-on baggage; 

§ procedure for fastening, unfastening, tightening and general use of safety belts or safety harnesses, 

including shoulder harnesses and recommendation of use during entire flight; 

§ location of normal and emergency exits and how the exits operate; 

§ locating, purpose of, and advisability of reading the safety features cards; 

§ requirement to obey the PIC instructions; 

§ location of emergency equipment (ELT, fire extinguisher, survival equipment when carried, and first aid 

kit); 

§ special instructions related to emergency evacuation if the helicopter is configured with external fixtures. 

(i.e. ski baskets); 

§ smoking is prohibited; 

§ use of safety belts or safety harnesses during flight; 

§ use of portable electronic devices; 

§ when life preservers are carried, the location and use of life preservers, including how to remove from 

stowage/packaging and a demonstration of their location, method of donning and inflation, and when to 

inflate life preservers. 

Prior to disembarking of passengers: 

§ safest direction and most hazard free route for passenger movement away from the helicopter; and, 

§ any dangers associated with the helicopter, such as pitot tube locations, tail and main rotors. 

8.9 Individual Safety Briefing 

The normal safety briefing may be inadequate if a passenger has physical, sensory or comprehension limitations, 

or if a passenger is responsible for another person on-board the aircraft. In such cases, the PIC shall ensure that 

the passenger is given, prior to take-off; an individual safety briefing that is appropriate to the passenger's needs. 

The individual safety briefing shall include: 






§ any information contained in the standard safety briefing and the safety features card that the passenger 

would not be able to receive during the normal conduct of that safety briefing; and, 

§ additional information applicable to the needs of that person as follows: 

▪ 

▪ 

the most appropriate brace position for that passenger in consideration of his or her condition, injury, 

stature, and/or seat orientation and pitch; and, 

the location to place any service animal that accompanies the passenger. 

For a mobility restricted passenger who needs assistance in moving expeditiously to an exit during an emergency: 

§ a determination of what assistance the person would require to get to an exit; 

§ the route to the most appropriate exit; 

§ the most appropriate time to begin moving to that exit; and, 

§ a determination of the most appropriate manner of assisting the passenger. 

For a visually impaired person: 

§ detailed information and facilitating of a tactile familiarisation with the equipment that he or she may be 

required to use; 

§ location to stow his or her cane, if applicable; 

§ explanation of the features of the exits; and, 

§ if requested, a tactile familiarisation with the exit. 

For a comprehension restricted person: 

§ using the safety features card, pointing out the exits to use, and any equipment that he or she may be 

required to use. 

For persons with a hearing impairment: 

§ using the safety features card, pointing out the emergency exits and other equipment that the person 

may be required to use; and, 

§ communicating detailed information by: 

▪ pointing; 

▪ allowing face-to-face communication; 

▪ permitting speech reading; 

▪ using pen and paper; or, 

▪ speaking through an interpreter or their attendant. 

For a passenger who is responsible for another person on-board, information pertinent to the needs of the other 

person, as applicable: 

§ in the case of an infant: 

▪ 

▪ 

▪ 

▪ 

seat belt instructions; 

method of holding the infant for take-off and landing; 

instructions pertaining to the use of a child restraint system; and, 

recommended brace position; 

§ in the case of any other person: 

▪ 

▪ 

▪ 

instructions pertaining to the use of a child restraint system; and, 

evacuation responsibilities; and, 

if an unaccompanied minor, instructions to pay close attention to the normal safety briefing and to 

follow all instructions. 

Note: A passenger may decline an individual safety briefing. 






8.10 Passenger Preparation for an Emergency Landing 

Refer to section 10.6 - Passenger Preparation for Emergency Landing/Ditching. 

8.11 Briefing of Persons Other Than Pilots 

Refer to section 9.4 - Briefing of Persons Other Than Pilots. 

8.12 Carriage of Passengers with Disabilities 

Talon Helicopters Ltd. will make its best effort to accommodate passengers with disabilities including their service 

animals or other mobility aids. However, certain mobility aids, for example rigid frame wheelchairs or electric 

wheelchairs, may not be able to be accommodated due to space limitation of the helicopter. When booking 

charters with individuals with disabilities, employees shall discuss the needs of the individuals and shall explain 

potential limitations due to the space and/or design of the helicopter. Also, they may require information on the 

limitations of the departure and destination heliport facilities. 





Chapter 9 § Aerial Work Operations 

CHAPTER 9 § AERIAL WORK OPERATIONS 

9.1 Application 

This chapter applies to the operation of the helicopter in aerial work involving: 

§ the carriage on-board of persons other than pilots; 

§ the carriage of helicopter Class A, B, C or D external loads; and, 

§ the dispersal of products. 

9.2 Operating Instructions 

The company shall ensure that all operations personnel are properly instructed about their duties and about the 

relationship of their duties to the operation as a whole. 

Operations personnel shall follow the procedures specified in this manual in the performance of their duties. 

9.3 Carriage of Persons 

SA CAR 702.16(a) 

The company has authorization to carry persons other than pilot members and persons essential during flight, 

provided that the following conditions are satisfied: 

§ the person is a pilot trainee, a person undergoing training for essential duties during flight or an air 

operator employee aircraft maintenance technician; 

§ the person is a fire fighter or fire control officer being carried within a forest fire area; 

§ the person is being carried to an aerial work site, performs an essential function in connection with the 

aerial work operation and is necessary to accomplish the aerial work operation; 

§ during helicopter external load operations, persons not essential during flight are carried only in 

conjunction with a Class D load except for crew members undergoing training, or fire fighters carried only 

in conjunction with a Class B load consisting of equipment necessary to fight fires within a forest fire area; 

§ aircraft equipment requirements are compliant, (refer to section 6.5 - Seat, Safety Belt, and Shoulder 

Harness Requirements); and, 

§ persons are safety briefed (refer to section 8.11 - Briefing of Persons Other Than Pilots). 

9.4 Briefing of Persons Other Than Pilots 

The safety briefing shall be provided by the pilot or audio-visual means and include the following information as 

applicable to the aircraft, aircraft configuration, equipment and operation: 

§ prior to boarding, procedures for embarking and disembarking when engines are running and when rotors 

are running; 

§ techniques showing when and how carry-on baggage and cargo is to be loaded, secured and unloaded; 

§ procedures for fastening, unfastening and use of safety belts and safety harnesses, including shoulder 

harnesses, if so configured, specifying when they must be fastened; 

§ the proper positioning of seats for take-off and landing; 

§ the location, markings and operation of normal and emergency exits; 

§ the requirement to obey pilot instructions; 

§ the access to and the location and use of the emergency equipment, including the emergency locator 

transmitter, fire extinguisher, life preservers (when applicable), survival equipment and first aid kit; and, 

§ aircraft evacuation procedures, water ditching procedures, procedures if the aircraft is configured with 

external fixtures. 






The safety briefing need not be provided if the PIC has ensured that the person has completed a currently valid 

training program covering the safety briefing requirements for the aircraft. 

9.5 Night Operations with Persons On-board 

SA CAR 702.18(3)(c) 

This Special Authorization allows for the carriage of persons other than flight crew members at night without the 

pilot having an instrument rating. This applies to aerial work operations only. 

9.5.1 Pilot Qualifications – Night VFR 

The pilot shall have an unrestricted pilot licence for night VFR. An instrument rating is not required for this type of 

night VFR aerial work operation; however, when a pilot does not have an instrument rating and when persons 

other than pilots are on-board, the following conditions shall be adhered to: 

§ no persons other than flight crew members and persons essential during flight are carried; 

§ the area over-flown is illuminated by lights on the surface to ensure visual surface reference and 

conditions provide for a discernible horizon; 

§ flights are operated on pre-planned plotted routes and the Pilot-in-Command is familiar with navigation 

procedures; and, 

§ aircraft equipment requirements, pilot qualifications and restrictions are in accordance with this section. 

9.5.2 Pilot Training – Night VFR 

Refer to the Company’s Training Programs Manual. 

9.5.3 Areas of Operation – Night VFR 

Night VFR operations are restricted to operate over illuminated areas with a natural discernible horizon. 

Flights shall be operated on pre-planned plotted routes. The pilot shall be familiar with navigation procedures. 

9.5.4 Aircraft Equipment Requirements 

The helicopter shall: 

§ have at least 1 landing light; 

§ use the position lights and anti-collision lights unless the pilot determines that, because of operating 

conditions, doing so would be in the interests of aviation safety. 

For the additional instrument requirements, refer to section 6.6.2 - Instrument Requirements - Night VFR (702). 

9.6 Over-water Operations in a Land Aircraft 

SA CAR 702.20 

This Special Authorization allows a land aircraft to operate over water, beyond the point where that aircraft could 

reach shore in the event of an engine failure. This applies to aerial work operations only. 

Note: Prior to utilizing this Special Authorization, the PIC shall ensure that the aircraft is equipped with the 

required flotation kit and additional survival equipment listed in this chapter. 



9.6.1 Limitations and Requirements 

Flotation Kit: 




The helicopter shall be equipped with an approved emergency flotation kit and operated in accordance with the 

Emergency Flotation Kit Flight Manual Supplement. The helicopter is not required to be equipped with an 

emergency flotation kit provided: 

§ only “persons” essential during flight are carried; 

§ the persons have been instructed in water ditching procedures and evacuation; and, 

§ only during the following aerial work operations: 

▪ fire suppression; 

▪ fish stocking; 

▪ power line inspection; or, 

▪ surveillance. 

When over water, the helicopter shall be operated at an altitude that will provide adequate time for full inflation 

of the flotation devices prior to water contact. 

Life Preservers: 

Life preservers shall be carried for each person and stowed so that they are within reach of each person carried 

when seated with his or her seat belt fastened. 

Flight Following: 

Refer to section 4.7 – Flight Following. 

9.6.2 Safety Briefings 

Persons carried on-board must be briefed on ditching and water ditching evacuation procedures (below), in 

addition to the normal safety briefings referred to in section 8.11 – Briefing of Persons Other Than Pilots. 

9.6.3 Ditching and Evacuation 

The PIC shall ensure that all persons carried are thoroughly familiar with ditching and water evacuation 

procedures, in accordance with the following briefing: 

§ persons are to follow the directions of the PIC; 

§ emergency procedures for ditching and water evacuation shall be conducted in accordance with the 

appropriate Flight Manual. In the absence of Flight Manual instructions, the PIC shall conduct ditching 

procedures in accordance with the following: 

▪ 

▪ 

▪ 

if time and circumstances permit, jettison the water bucket, or fish planting bucketing; 

allow the helicopter to contact the water in as level an attitude as possible; and, 

after water contact and for as long as possible, the helicopter should be held in a level attitude while 

sinking; 

§ the following points should be taken into consideration: 

▪ 

▪ 

▪ 

all doors should be unlatched or jettisoned, if possible. This should be done after contacting the 

water because otherwise the doors may fly into the main or tail rotor blades; 

to prevent blade skipping on water surface, keep the collective up after contacting the water. The 

collective should be lowered just prior to the blades touching the water; 

keep seatbelts fastened. Directional control will be lost once the tail rotor strikes the water; 






▪ 

▪ 

▪ 

if there is a tendency for the aircraft to roll to the left, this should be corrected promptly by initiating 

a roll to the opposite side (this should only be done if necessary); 

under no circumstances shall an attempt be made to evacuate the aircraft while the rotor blades are 

still turning. It may be necessary to remain seated until the blades have stopped and/or the fuselage 

has completely submerged; and, 

life vests shall not be inflated while still inside the cabin, as this will only hinder egress; 

§ once the rotor blades have come to a complete stop, the persons on-board should then evacuate the 

aircraft as expeditiously as possible; and, 

§ consideration should be given to a further danger that may arise if the bucket, when applicable, is still 

attached to the helicopter or in close vicinity to the aircraft, as there is a possibility of becoming tangled in 

the bucket rigging. 

9.7 External Load Equipment 

The external load attachment device shall be in accordance with a supplemental type certificate or in an 

airworthiness approval relating to the operational configuration of the aircraft. 

9.8 External Load Operations - Class A 

"Helicopter Class A external load" means an external load that cannot move freely, cannot be jettisoned, and does 

not extend below the landing gear. 

Carriage of Class A external loads: 

§ shall take place in day VFR conditions only; 

§ shall be conducted in accordance with Flight Manual and related equipment specifications as applicable; 

§ shall not be conducted over built-up areas unless proper authority has been obtained from civic 

authorities and Transport Canada, and all safety related measures are in place; and, 

§ shall be flown only with those persons assigned to duty and essential to the operation in the aircraft 

during flight time. The carriage of passengers (703) and persons not essential to the operation is 

prohibited. 

9.9 External Load Operations - Class B & C 

9.9.1 Definitions 

Carriage of Class B & C external loads is commonly referred to as “slinging”. 

"Helicopter Class B external load" (slinging) means an external load that can be jettisoned and that is not in contact 

with land, water or any other surface. 

"Helicopter Class C external load" (slinging) means an external load that can be jettisoned and that remains in 

contact with land, water or any other surface. 

9.9.2 Limitations 

Slinging: 

§ may take place in day VFR conditions; 

§ shall be conducted in accordance with Flight Manuals and related equipment specifications as applicable; 

§ shall not be conducted over built-up areas unless proper authority has been obtained from civic 

authorities and Transport Canada, and all safety related measures are in place; and, 






§ shall not be combined with the carriage of passengers (703) or persons, or anyone who is not assigned to 

duty in the aircraft during flight time and essential to the operation except for: 

▪ 

▪ 

crew members undergoing training; or, 

fire fighters carried only in conjunction with a Class B load consisting of equipment necessary to fight 

fires within a forest fire area. 

9.9.3 Normal Procedures 

The PIC will ensure that: 

§ the hook, aircraft and all related slinging equipment have been prepared, inspected, and found 

serviceable and suitable for the operation; 

§ the loads and slinging methods are suitable and safe, paying particular regard to the hazards of oscillating 

loads, low density loads and unfamiliar load configurations; 

§ only those persons essential to the operation shall be in the slinging area; and, 

§ all personnel involved in the operation shall be briefed on: 

▪ 

▪ 

▪ 

▪ 

▪ 

communications systems to be used (radio, hand signals etc.); 

emergency procedures for both the helicopter and ground personnel; 

helicopter departure and approach paths for both pick-up and drop areas (providing this can be 

established beforehand); 

load composition, weights, rigging methods and hook-up procedures; and, 

any other restrictions/procedures that may be pertinent or specific to the operation. 

9.9.4 Emergency Procedures 

All aircraft related emergencies will be handled in accordance with the Flight Manual. 

Emergencies arising from slinging operations will be dealt with to ensure firstly the safety of personnel, and 

secondly the safety of the aircraft. 

9.9.5 Training 

Refer to the Training Programs Manual. 

9.10 External Load Operations - Class D (Not Capable of OEI Hover) 

SA CAR 702.21(2) 

Note: This section applies to single-engine and multi-engine helicopters not capable of OEI hover with the 

load. 

9.10.1 Definitions 

“Helicopter Class D external load” means an external load with a person carried externally or any external load, 

other than a Class A, B or C external load. 

“Mission crew” means the PIC of the aircraft, the spotter on-board the aircraft, and 1 or more technical experts 

(technicians) who will be carried externally and conduct work required by the mission. 

“Personnel carrying device” means the entire Class D load carrying system, including the device(s) for attaching 

the load to the helicopter, suspension lines, harnesses, patient carrying devices, and all other items as specifically 

approved by Transport Canada (Airworthiness) for the operational configuration of the aircraft being operated, in 

compliance with CAR 702.45. 

“Sling” means the insertion or extraction of persons or equipment during the conduct of Class D operations. 






“Staging area” means the location closest to the mission site where the aircraft can safely execute a landing to rig 

the aircraft. 

9.10.2 Operational Requirements – General 

Following are the general operational requirements: 

§ the helicopter will be equipped to permit direct radio intercommunication among crew members and 

persons being carried externally; 

§ the personnel carrying device will be Airworthiness approved for the carriage of human external loads; 

§ the load will be jettisonable; 

§ the helicopter will be turbine powered and equipped, where approved for the type, with an auto-ignition 

system and a detector system to warn flight crew members of excessive ferrous metal in the engine(s); 

§ only flight crew members and persons essential during flight will be carried; 

§ persons will be transported externally between geographical points only to the nearest suitable landing 

site; 

§ Class D operations will only be conducted for the purpose of law enforcement operations, forest fire 

suppression operations, urban fire-fighting operations or rescue operations; 

§ Talon Helicopters Ltd. will have a formal written agreement from the user of the service and the 

agreement will stipulate that only suitably trained and qualified persons will be assigned; 

§ Class D operations will take place in day VFR conditions; and, 

§ Class D operations will be conducted in accordance with the approved Flight Manual, related Flight 

Manual supplements and related equipment specifications as applicable. 

9.10.3 Operational Requirements – Provision of a Rescue Service 

Where helicopter Class D external load operations are to be conducted for the provision of a rescue service the 

following standards will apply. 

Pilot Experience: 

PICs for rescue service operations will have achieved: 

§ at least 2,000 hours total helicopter PIC flight time; 

§ at least 200 hours on the aircraft type which the PIC is to fly on initial assignment to rescue operations 

and at least 25 hours on types to be used thereafter; 

§ at least 1,000 hours experience in the operational area if rescue services are to be conducted in 

Designated Mountainous Areas 1 or 2 as defined in the Designated Airspace Handbook (TP 1820); and, 

§ the completed training for Class D load operations in accordance with CASS 722.76 and Class D External 

Load for Pilots Training, (refer to the Training Programs Manual). 

Rescue Service Operations Control: 

A close working relationship is required between Talon Helicopters Ltd. and the emergency response user 

organization to ensure coordinated proficiency and mission safety. Terms of reference for this working relationship 

will be documented in a written agreement and will define the following: 

§ responsibilities of PICs, spotter(s), chief technician(s) technicians, and any other persons who may be 

assigned to rescue service operations; 

§ required operational capabilities and scope of operation; 

§ coordinated rescue mission standard operating procedures; 

§ mission authorization and control processes, including communications procedures, and, 

§ coordinated air operator and emergency response user training program on at least an annual basis. 






An example of the MOU between Talon Helicopters Ltd. and a user organization is contained in Chapter 13 – 

Operations Forms. 

9.10.4 Training Requirements 

Refer to the Company’s Training Programs Manual. 

9.10.5 Operational Procedures – Rescue Service 

Personnel for Class D Operations 

All Class D operations conducted under Special Authorization CAR 702.21(2) will be conducted with a mission crew 

consisting of: 

§ Pilot-in-Command – responsible for all flight decisions and operations required to conduct the mission 

safely. 

§ Spotter – responsible for assisting the PIC in identifying and avoiding hazards and directing the PIC in 

situations when the PIC must maintain horizontal reference. Depending on the design of the approved 

personnel carrying device being used, in an emergency, the spotter may be responsible to jettison the 

load upon command from the PIC. 

§ Chief Technician (Rescue Leader or Field Team Leader) – responsible for proper installation of the 

approved personnel carrying device, and supervision of all on-the-ground operations required to conduct 

the mission safely. This person may, depending on the nature of the operation, be one of the rescue 

personnel. 

§ Technician(s) (Rescuers) – responsible for performing tasks as assigned by the chief technician which may 

include being inserted or extracted into/from the location, administer medical aid package and prepare 

subject for Class D flights. Only the minimum number of technicians necessary to conduct the mission will 

be employed. 

Standard Operating Guidelines – Class D Loads: 

In cases of extreme emergency, this normal sequence of events may be modified at the discretion of the PIC. Class 

D load operations will normally be conducted following the sequence of events shown below: 

§ the PIC conducts a pre-flight briefing to all mission participants; 

§ the chief technician conducts an initial mission plan briefing to all mission participants; 

§ the PIC and the chief technician conduct a reconnaissance of the mission site to: 

▪ 

▪ 

▪ 

▪ 

▪ 

locate and confirm mission objective(s); 

determine if a Class D operation is necessary; 

identify flight and ground hazards and hazard mitigation measures, such as: 

▪ assess the power requirement; 

▪ assess the location; 

▪ check the weather (visibility, wind, temperature and icing conditions); 

▪ evaluate the approach and departure routing; and, 

▪ appraise possible emergency landing sites; 

select the staging area; and, 

finalize the mission plan and options as appropriate; 

§ land at the staging area, and configure the aircraft for Class D operations: 

▪ 

▪ 

remove equipment not required for the mission to maximize lift capability; 

attach the personnel carrying device to the helicopter as per the Flight Manual supplement and 

manufacturer’s instructions; 






▪ 

▪ 

▪ 

▪ 

▪ 

▪ 

▪ 

ensure that the technician’s equipment is put on and checked; 

confirm that the spotter’s equipment is put on and checked; 

connect the safety lanyard to hard points; 

technician re-checks attachment of the personnel carrying device; 

ensure that all equipment at staging area secured prior to lift off; 

complete a communications check between PIC, spotter and technician(s); and, 

lift off; 

§ sling the technician(s) into the site - maximum of 600 lbs. on the line at any time; 

§ sling any extra gear required into the site, when required; 

§ technicians conduct work on site, as required; 

§ radio communications between the pilot and the Chief Technician are maintained at all times; and, 

§ when the on-site work is completed: 

▪ 

▪ 

▪ 

evacuate technicians and all persons requiring emergency assistance from the site to the staging 

area; 

all persons requiring sling extrication from the site will be transported externally in harnesses, flight 

bags or other appliances approved as part of the personnel carrying device system being used; and, 

a trained technician will accompany all assisted persons during external flight; 

§ detach the personnel-carrying device from the aircraft, and re-configure the aircraft for normal flight; 

§ if persons being assisted require helicopter transportation beyond the staging area, the PIC will conduct a 

safety briefing for these persons (refer to section 9.4 - Briefing of Persons Other Than Pilots); 

§ return flight to base; and, 

§ at base, inspect and put away equipment, conduct mission de-briefing, as appropriate. 

9.10.6 Emergency Procedures 

§ Caution Light: In the event of an instrument panel caution light, the pilot will immediately communicate 

this information to the spotter and any mission crew being carried externally, and inform them of the 

specific actions to be taken, as appropriate for the circumstances; 

§ Communications Failure: In the event of loss of radio intercommunications with any of the mission crew 

during flight, the mission will be aborted and the helicopter will return to the staging area until such time 

as full radio intercommunications are re-established. Hand signals as contained in the Workers 

Compensation board of BC publication “Safe Work Practices for Helicopter Operations in the Forest 

Industry” will be used to ensure mission crew and aircraft safety on the flight to the staging area; 

§ Emergency Landing: Place the load on the ground at the nearest suitable site, move the aircraft slightly 

to the side, and land with the load close to the PIC’s door; 

§ Engine Failure: Proceed (auto-rotation if required) to the nearest suitable landing site and conduct an 

emergency landing; 

§ Mechanical Malfunction: In the event that the pilot experiences a loss or reduction in power, or any 

other indication of mechanical malfunction of the helicopter, the pilot will immediately communicate this 

information to the spotter and any persons being carried externally, and perform an emergency landing; 

§ Mission crew member distress. In the event that any member of the mission crew is injured or unable to 

proceed, the helicopter will proceed to the staging area and land; 

§ Suspension line snag with a technician on the line. In the unlikely event that the suspension line 

becomes snagged on a tree or other obstacle while a technician in being carried externally, the pilot and 

the spotter will establish radio communications with that technician, and exchange information regarding 

the specific nature of the problem. The pilot will then reduce suspension line tension, and the technician 

will attempt to free the line in an appropriate manner, ensuring his personal safety. 

If the technician is able to free the line, the pilot will conduct an emergency landing and inspect the entire 

personnel carrying device to ensure system integrity. 






If the technician is unable to free the snagged suspension line, the technician will secure himself to the obstacle, 

and radio the pilot and spotter when he is fully secured. When the technician is fully secure, the pilot will position 

the helicopter so that the line does not fall onto the technician, and then give the order to jettison the suspension 

line in the manner prescribed in the Flight Manual supplements for that personnel carrying device. 

§ Suspension line snag while the line is un-attended. In the event that the suspension line becomes 

snagged and there is no technician being carried externally on the line, the pilot and the spotter will 

coordinate the movements of the aircraft to free the line from the obstacle. If these efforts are 

successful, the pilot will immediately return to the staging area and inspect the entire personnel carrying 

device to ensure system integrity. If the efforts to free the suspension line are unsuccessful, the pilot will 

give the order to jettison the suspension line in the manner prescribed in the Flight Manual supplement 

for that personnel carrying device. 

9.10.7 Operational Requirements – Production of Commercial Motion Pictures and Television 

Filming 

An authorization from Transport Canada is required for the use of Class D external loads during the production of 

commercial motion pictures and television filming provided: 

§ the aircraft is operated within approved limitations; 

§ a co-ordinated plan for each complete operation is developed; 

§ all persons involved are knowledgeable of equipment to be used and pre-flight briefed; and, 

§ only flight crew members and persons essential during flight are carried. 

9.10.8 Agreement Between User Organizations 

The Operations Manager shall ensure that an MOU is in place with each organization for which Class D external 

loads is conducted. The Operations Manager shall keep the current copy of the signed MOU on file. 

9.11 Specialized Aerial Work 

Prior to being assigned the first time to a specialized type Aerial Work (i.e. aerial photography), the pilot shall have 

been briefed on the requirements. 

9.12 NAFTA 

SA CAR 700.03(3) 

The company has authorization to conduct some aerial work operations in the USA and Mexico under NAFTA. Only 

pilots and aircraft identified in this Special Authorization may participate. Refer to this Special Authorization for 

additional conditions. 

9.13 Entering or Leaving a Helicopter in Flight 

9.13.1 General 

The PIC of a helicopter may permit a person to enter or leave the helicopter in flight where: 

§ the helicopter is operated at a low hover; 

§ the person is able to enter directly from or alight directly onto the supporting surface; and, 

§ the conditions of Special Authorization CAR 702.19 are met; or, 

§ the helicopter is operated to enable hoisting or rappelling. 

Rappelling operations are not required to comply with the requirements for helicopter Class D external loads. 



9.13.2 Hover Exit 

SA CAR 702.19 




This Special Authorization allows for the loading and unloading of persons while the helicopter maintains a 

stabilized hover, other than by hoisting or by static line. 

At the PIC’s discretion, these procedures may be used when no suitable alternative is available to complete the 

transportation of persons or equipment to an intended destination. 

These procedures apply when a person is entering or leaving the helicopter without the full weight of the 

helicopter on the ground. The person must be able to enter directly from or alight directly onto the supporting 

surface. 

9.13.3 Operational Conditions 

To conduct hover entry/exit operations, the following conditions shall be met: 

§ operations are conducted under day VFR conditions; 

§ the helicopter maintains a stabilized low hover; 

§ the longitudinal and lateral C of G shall be calculated for embarking and disembarking operations and 

shall not exceed the limitations of the applicable Flight Manual; 

§ the operating weight shall be calculated and shall not exceed the applicable weight/altitude/temperature 

(WAT) hover performance charts for the helicopter type and configuration at the operating altitude, or it 

does not exceed the most forward, the most aft or the most lateral C of G charts; 

§ persons to be embarked or disembarked have been instructed on related hazards and techniques; 

§ pilots shall be trained in procedures to embark and disembark persons; 

§ any equipment or cargo to be loaded or unloaded shall be secured to prevent shifting in flight except 

during loading and unloading; and, 

§ cargo or equipment shall not be loaded or unloaded from a baggage compartment remote from the main 

cabin unless the applicable C of G calculation is completed and cargo handlers have been instructed on 

procedures. 

9.13.4 Instruction for Persons to be Embarked or Disembarked 

The pilot will brief persons who will enter or leave the aircraft in the hover on the following requirements: 

§ embarking and disembarking procedures, as described in this section; 

§ effects on the C of G when persons enter or leave a helicopter in the hover; 

§ who will load/unload articles from the baggage compartment and procedure to be used; 

§ any associated hazards; and, 

§ standard safety briefing. 

If required by the client, or at the discretion of the Operations Manager, training will be conducted in a safe and 

supervised training environment, including entering and leaving a helicopter hover conducted at not more than 3 

feet AGL. 

9.13.5 Weight and Balance Procedures for Hover Exit 

The Operations Manager has prepared most forward, most aft and most lateral weight and balances for the 

helicopters. These may be used in place of an individual weight and balance calculation if the weights and person 

loading/unloading sequence is similar. Otherwise, the longitudinal and lateral C of G shall be calculated for 

embarking and disembarking operations, including all stages in the sequence of loading or unloading. 






The C of G shall not exceed the limitations of the Flight Manual. 

9.13.6 Embarking and Disembarking Procedures - AS355 

Unloading Persons and Cargo 

§ Unbuckle seat belts as instructed by the PIC; 

§ re-buckle the seat belts; 

§ only 1 person will leave the helicopter at a time; 

§ all persons and cargo will be unloaded from the left side, in the order shown in the accompanying 

diagram; 

§ when the PIC deems appropriate due to operational circumstances, the right hand side of the helicopter 

may be used; 

§ persons and cargo weight must be gently transferred from the helicopter to the ground; 

§ a person will be nominated to ensure that all doors (passenger and cargo) are closed after persons and 

cargo have been unloaded from the helicopter; and, 

§ all persons and cargo will remain grouped beside the helicopter in a location ahead of the passenger door 

(danger associated with tail rotor) until the helicopter has departed. 

Loading Persons and Cargo 

§ Persons will determine their seat positions before the arrival of the helicopter; 

§ all persons and cargo will be grouped in 1 location beside the intended helicopter arrival area; 

§ persons will only approach the helicopter when signalled (an exaggerated head nod). Keep body low and 

eyes up; 

§ only 1 person will enter the helicopter at a time; 

§ all persons and cargo will be loaded from the left side, in the order shown in the accompanying diagram; 

§ each person must gently transfer their weight from the ground to the helicopter; 

§ seat belts must be immediately fastened once persons are seated; and, 

§ close all doors. 

9.13.7 Embarking and Disembarking Procedures – AS350 

Unloading Persons and Cargo: 

§ unbuckle seat belts when instructed by the PIC; 

§ re-buckle the seat belts; 

§ leave the helicopter only 1 person at a time; 

§ the person in the front seat (Seat 5) will indicate when the other persons are on the ground; 

§ all persons and cargo will be unloaded from the left side, in the order shown in the following diagram; 

§ when the PIC deems appropriate due to operational circumstances, the right hand side of the helicopter 

may be used; 

§ persons and cargo weight must be gently transferred from the helicopter to the ground; 

§ a person will be nominated to ensure that all doors (passenger and cargo) are closed after persons and 

cargo have been unloaded from the helicopter; and, 






§ all persons and cargo will remain grouped beside the helicopter in a location ahead of the passenger door 

(danger associated with tail rotor) until the helicopter has departed. 

Loading Persons and Cargo: 

§ persons will determine their seat positions before the arrival of the helicopter; 

§ all persons and cargo will be grouped in 1 location beside the intended helicopter arrival area; 

§ persons will only approach the helicopter when signalled (an exaggerated head nod) and keep body low 

and eyes up; 

§ only 1 person will enter the helicopter at a time; 

§ all persons and cargo will be loaded from the left side, in the order shown in the following diagram. 

§ each person must gently transfer their weight from the ground to the helicopter; 

§ seat belts must be immediately fastened once persons are seated; and, 

§ close all doors. 

9.13.8 Pilot Training – Hover Exit 

Pilots shall be trained for hover exit. Refer to the Training Programs Manual. 

9.13.9 Sample Weight and Balance Calculation for Hover Exit – BH06 

These calculations apply to a particular empty weight and moment for a particular Bell 206. If the aircraft has a 

markedly different empty weight and moment, then similar charts should be prepared and placed in that aircraft. 

The aircraft, although within centre of gravity (C of G) limits, is at its forward most C of G on arrival at the drop off 

point. 






The aircraft is at its aft most C of G when unloaded except for 140 pounds of cargo in the baggage compartment. 

The aircraft is at its left most C of G with the person in the left forward seat, the baggage compartment empty and 

one person on the left skid. 






The aircraft is at its right most C of G with only one passenger aboard, sitting in the right rear seat, but is still within 

limits. 

Cautions: 

§ With a load larger than 140 pounds in the baggage compartment the rear C of G may be exceeded during 

hover exit operations; 

§ with persons larger than 206 pounds in the left forward and right rear seats the left C of G may be 

exceeded during hover exit operations; 

§ the largest for/aft C of G change is a rearward shift when the left front seat person alights from the left 

skid; 

§ the largest left/right C of G change is a leftward shift when the right rear seat person moves from the right 

seat to the left skid; 

§ if there will be more than 140 pounds in the baggage compartment load, a new C of G calculation is 

required; 

§ if the loads are similar to the sample scenario provided, but will have larger than 206 pound persons in 

the left front seat and right rear seat, a new C of G calculation is required. 






These calculations apply to a particular empty weight and moment of a particular AS350. If the aircraft has a 


Aircraft Centre of Gravity on Arrival at Drop-off Point 

The aircraft, although within C of G limits, is at its Forward most C of G on arrival at the drop off point. 






9.13.10 Sample Weight and Balance Calculation for Hover Exit – AS350 

Aircraft Most Aft Centre of Gravity Configuration 

The aircraft is at its Aft Most C of G when all passengers have disembarked and the 100 lbs of cargo remains in the 

baggage compartment. 

Aircraft Most Left Centre of Gravity Configuration 

The aircraft is comfortably within its Left Most C of G (Left C of G limit is 5.90 inches) with the left front passenger 

seated, the last rear passenger on the left skid and the 100 lbs of cargo in the baggage compartment. 






Aircraft Most Right Centre of Gravity Configuration 

The aircraft, although within the C of G limits, is at the Right Most C of G when the first rear seat passenger has 

deplaned and the two right rear seats are still occupied. 






9.13.11 Sample Weight and Balance – AS355 

These calculations apply to a particular empty weight and moment for a particular AS355. If the aircraft has a 


Aircraft Centre of Gravity on Arrival at Drop-off Point 

The aircraft, although within centre of gravity (C of G) limits, is at its Forward most C of G on arrival at the drop off 

point. 

Aircraft Most Aft Centre of Gravity Configuration 

The aircraft is at its Aft Most C of G when all passengers have disembarked and the 100 lbs of cargo remains in the 

baggage compartment. 






Aircraft Most Left Centre of Gravity Configuration 

The aircraft is comfortably within its Left Most C of G (Left C of G limit is 5.90 inches) with the left front passenger 

seated, the last rear passenger on the left skid and the 100 lbs of cargo in the baggage compartment. 

Aircraft Most Right Centre of Gravity Configuration 

The aircraft, although comfortably within the C of G limits, is at the Right Most C of G when the first rear seat 

passenger has deplaned and the two right rear seats are still occupied. 















Chapter 10 § Emergency Procedures & Equipment 

CHAPTER 10 § EMERGENCY PROCEDURES AND EQUIPMENT 

10.1 Aviation Occurrence 

The owner, operator and PIC of the aircraft that has direct knowledge of an occurrence must report the following 

aviation occurrences to the Transportation Safety Board (TSB) if resulted directly from the operation of an 

aircraft. The TSB may exempt other persons from the requirement to report information if the person who made 

the report is a member of the Company. 

The person making the report must send to the TSB: 

§ as soon as possible and by the quickest means available, all the required information that is available at 

the time of the occurrence; and, 

§ the remainder of that information as soon as it becomes available within 30 days after the occurrence. 

The TSB and any of the above persons may enter into an agreement regarding a format and time frame for 

reporting aviation occurrences that are not likely to require immediate TSB response. 

Accident 

In the case of an accident: 

 

 

 

a person is killed or sustains a serious injury as a result of: 

▪ 

▪ 

▪ 

being on-board the aircraft; 

coming into direct contact with any part of the aircraft, including parts that have become detached 

from the aircraft; or, 

being directly exposed to rotor down wash; 

the aircraft sustains structural failure or damage that adversely affects the aircraft’s structural strength, 

performance or flight characteristics and would normally require major repair or replacement of any 

affected component, except for: 

▪ 

▪ 

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

damage limited to antennae, fairings or small dents or puncture holes in the aircraft’s skin; or, 

the aircraft is missing or inaccessible. 

Incident 

In the case of an incident: 

 

 

 

 

 

 

 

 

 

an engine fails or is shut down as a precautionary measure; 

a power train transmission gearbox malfunction occurs; 

smoke is detected or a fire occurs on-board; 

difficulties in controlling the aircraft are encountered owing to any aircraft system malfunction, weather 

phenomena, wake turbulence, uncontrolled vibrations or operations outside the flight envelope; 

the aircraft fails to remain within the intended landing or take-off area; 

a pilot whose duties are directly related to the safe operation of the aircraft is unable to perform their 

duties as a result of a physical incapacitation which poses a threat to the safety of persons, property or 

the environment; 

a fuel shortage occurs that requires a diversion or requires approach and landing priority at the 

destination of the aircraft; 

the aircraft is refuelled with the incorrect type of fuel or contaminated fuel; 

a collision, a risk of collision or a loss of separation occurs; 






 

 

a pilot declares an emergency or indicates an emergency that requires priority handling by air traffic 

services or the standing by of emergency response services; or, 

any dangerous goods are released in or from the aircraft. 

10.2 Reporting of Aviation Security Incidents 

The company shall notify the Security Inspector when the following incidents occur: 

§ hijacking or attempted hijacking of an aircraft; 

§ discovery, on-board an aircraft, of a weapon, other than an unloaded firearm allowed on-board the 

aircraft; 

§ discovery of an explosive substance or an incendiary device, other than an explosive substance or 

incendiary device allowed on-board the aircraft; 

§ explosion on an aircraft, unless the explosion is known to be the result of an accident; 

§ specific threat against an aircraft, a flight or a facility or part of an aerodrome under its control; or, 

§ aviation security incident that involves a peace officer in any part of an aerodrome under the company’s 

control. 

The company must immediately notify the aerodrome operator when a weapon other than a firearm allowed is 

detected in any part of the aerodrome under its control. 



10.3 Emergency Response Plan 




Note: This information is also contained in the Emergency Response Plan (ERP) Binder. 

10.3.1 Initial Emergency Response Plan Guidelines 

Do not make statements to the media 

§ direct media inquiries to the Operations Manager. 

Keep Calm 

§ panic or undue haste can cost lives; 

§ act in a responsible and professional manner. 

In the event of an accident or a missing or overdue helicopter, the person involved with the initial response is 

reminded of the following guidelines: 

§ follow the Emergency Response Checklist when reporting an emergency; 

§ make the report immediately even before all information is gathered; 

§ use the Emergency Response Checklist to keep notes on all communications, observations, and actions; 

§ assume all persons involved have survived and are injured; and, 

§ report the accident or incident by the quickest means available. 

If possible, make the report in a private location. Think of the consequences to the victims and their families. If you 

must use a radio, provide only as much specific information as is absolutely necessary to ensure a rapid response 

to the emergency, (i.e. do not give names, etc.). 

KEEP COMMUNICATION LINES EXCLUSIVELY FOR EMERGENCY PURPOSES 

10.3.2 Contact Phone Numbers 

The following contacts are listed in order of priority. The order may change depending on the nature of the 

occurrence. 

Agency 

Telephone Numbers 

Police, Ambulance, Fire, Hospital 911 

Operations Manager (mobile) 1-604-818-4761 

Chief Pilot (mobile) 1-604-818-2503 

Flight Information Centre (FIC) 

Rescue Co-ordination Centre 

Transportation Safety Board (Pacific Region) 

CANUTEC 

Airport Security Inspector 

Aviation Occupational Health and Safety Office 

(Pacific Region) 

1-866-992-7433 (WXBRIEF) 

1-800-567-5111 or *311 (from mobile phone) 

1-800-387-3557 (24 hours) 

1-613-996-6666 or *666 (from mobile phone) 

1- 604-666-6978 (24 hours) 

1-604-666-5654 






10.3.3 Emergency Response Plan Instructions 

For procedures to be followed by the flight follower or other Company personnel in the event of an aircraft 

emergency (aircraft missing or aircraft accident) refer to the Emergency Response Checklist. The checklist also 

provides a place for personnel to record their response actions including communications (i.e. phone calls with the 

police or TSB). Copies of the checklist can be found throughout the Company facilities on safety bulletin boards. A 

copy of the checklist is also available in the forms chapter of this manual. (Refer to section 13.3 – Emergency 

Response Plan Checklist.) 

10.4 Emergency and Survival Equipment 

10.4.1 Flights Over Land - Survival Equipment 

Except when operating within *25 miles of the point of departure, helicopters shall carry survival equipment 

sufficient for the survival on the ground of each person on-board, given the geographical area, the season of the 

year and anticipated seasonal climatic variations that provide the means for: 

§ starting a fire; 

§ providing shelter; 

§ providing or purifying water; and, 

§ visually signalling distress. 

*The helicopter must have the capability of radio-communication with a surface-based radio station for the 

duration of the flight. 

Content of Survival Equipment Kit 

Waterproof Matches 

Hand Axe (Hatchet) 

Survival Knife 

Tarp or plastic cover 

Water Purification Tablets 

Signal Panel 

Signal Mirror 

Survival Manual 

Instructions for use of equipment 

The above list will also be kept in the survival equipment kit and in the Emergency Response Plan. The Operations 

Manager shall keep the lists current and make changes when there is a permanent change to the kits. 

Additional survival equipment may be added at any time. A list of the additional equipment is to be left with the 

flight itinerary. 

10.4.2 Flights Over Water - Survival Equipment 

Life preservers shall be carried on-board the helicopters while operating over water in accordance with the 

following: 

§ where the helicopter could not reach shore in the event of an engine failure unless operated in 

accordance with Special Authorizations CAR 702.20 and 703.23; and, 

§ when beyond 50 nautical miles from shore. 






Every life preserver, individual flotation device and personal flotation device referred to in this section shall be 

stowed in a position that is easily accessible to the person for whose use it is provided, when that person is seated. 

Note: Infant life preservers are not carried; therefore, infants shall not be on-board a flight when life 

preservers are required. 

Life rafts are not carried; therefore, 

§ flights shall not be operated over water in a single-engine helicopter or a multi-engine helicopter that is 

unable to maintain flight with any engine failed, at more than 25 nautical miles, or the distance that can 

be covered in 15 minutes of flight at the cruising speed filed in the flight plan or flight itinerary, whichever 

distance is the lesser, from a suitable emergency landing site; or, 

▪ a multi-engine helicopter that is able to maintain flight with any engine failed at more than 50 

nautical miles, or the distance that can be covered in 30 minutes of flight at the cruising speed filed in 

the flight plan or flight itinerary, whichever distance is the lesser, from a suitable emergency landing 

site. 

10.4.3 First Aid 

First Aid Kit 

A first aid kit will be carried on-board each helicopter. It shall be readily accessible and clearly identified by a 

conspicuous sign. The contents shall be inspected regularly and its contents maintained in a clean, dry and 

serviceable condition. The date of inspection shall be recorded on the kit. 

The PRM is to be advised if any of the contents are missing from the kit. 

Supplies and Equipment 

Quantity 

Type A 

Antiseptic swabs (10 pack) 1 

Bandages: adhesive strips 6 

Bandages: triangular 100 cm, folded and 2 safety pins 2 

First aid kit container 1 

Abdominal pads (combination dressings), 12 cm x 22 cm 2 

Dressings:-gauze, sterile 10.4 cm × 10.4 cm 8 

Tweezers 1 

Gloves: Latex and disposable 4 

Scissors: bandage 1 

Tape: adhesive, 2.5 cm × 4.5 m 2 

Blanket: foil type 1 

Record book 1 

10.4.4 Fire Extinguisher 

Each helicopter shall carry a hand-held fire extinguisher in the cockpit that is: 

§ of a type suitable for extinguishing the fires that are likely to occur; 






§ designed to minimise the hazard of toxic gas concentrations; and, 

§ readily available in flight to the PIC. 

10.4.5 Emergency Equipment Inspections 

The following table shows the frequency requirements for the inspections of the emergency equipment. The date 

of inspection and the due date of the next inspection shall be recorded on the equipment. The PRM shall make the 

information available to Transport Canada when requested. 

Emergency Equipment Inspection Cycles 

Survival Kits 

ELT 

First Aid Kit 

Fire Extinguishers 

Life preservers 

1 year 

1 year 

1 year 

1 year 

as per manufacturer 

10.5 ELT Operating Procedures 

Company aircraft shall be equipped with an ELT. During the pre-flight, the PIC shall confirm that the ELT is in 

“ARM” mode. 

The aircraft may be operated without a serviceable ELT during a test flight or if the Company: 

§ removes the ELT from the aircraft at the first aerodrome at which repairs or removal can be 

accomplished; 

§ on removal of the ELT, sends the ELT to a maintenance facility; and, 

§ displays on a readily visible placard within the aircraft cockpit, until the ELT is replaced, a notice stating 

that the ELT has been removed and the date of removal. 

The Company shall re-equip the aircraft with a serviceable ELT within 30 days after the date of removal. 

An ELT shall only be activated in an emergency or during the first 5 minutes of any hour for not more than five 

seconds for the purpose of testing it. 

Where an ELT has been inadvertently activated during flight, the PIC of the aircraft shall ensure that: 

§ the nearest ATC unit, FIC or community aerodrome radio station is informed as soon as possible; and, 

§ the ELT is switched off. 

During an emergency requiring search and rescue assistance, the ELT is to be operated in accordance with the 

instructions printed on the ELT and additional information contained in the Canada Flight Supplement - Emergency 

chapter. 

10.6 Passenger Preparation for Emergency Landing/Ditching 

10.6.1 Standard Emergency Briefing 

The standard emergency briefing provided in the event of an emergency, where time and circumstances permit, 

shall consist of the following: 






§ fasten and tighten safety belts and safety harness; 

§ if carried, child / infant restraint devices should be checked to ensure they are secured to the aircraft seat 

with a seat belt and do not restrict access to emergency exits. Advise the guardian to remove the child 

from the device prior to leaving the aircraft; 

§ seat belts must remain secure until the rotor blades have stopped; 

§ assume the brace position illustrated on the safety features card prior to impact/ landing and to stay in 

that position until the aircraft is stationary; 

§ don life preservers (if applicable); 

§ on the PIC’s command, or if there is immediate danger, release your seat belts and evacuate the aircraft 

utilizing the nearest usable exit; 

§ review the exit locations and operation; 

§ stow all carry-on items; and, 

§ review safety features cards. 

10.6.2 Quick Briefing 

The following briefings will be provided in the event of an emergency, when time or circumstances do not permit 

the standard emergency briefing: 

§ Imminent danger: “secure safety belts, assume brace position” 

§ If there is time: “stow baggage, verify exit operation, don life preserver (if applicable) review safety 

features card” 

§ After landing: “evacuate, move away from the aircraft, inflate life preservers when outside aircraft (if 

applicable)” 

10.6.3 Emergency Evacuation 

If an emergency evacuation of the aircraft may be required following an emergency landing or ditching, the pilot 

will: 

§ give clear instructions as to: 

▪ 

▪ 

the safest direction for passenger movement; and, 

specify a meeting place away from the aircraft; 

§ supervise the evacuation until all persons are clear of the aircraft. 





Chapter 11 § Carriage of Dangerous Goods 

CHAPTER 11 § CARRIAGE OF DANGEROUS GOODS 

The company has authority for the transportation of dangerous goods. This chapter is issued as a separate manual 

with its own independent Table of Contents and List of Effective Pages. Refer to the company’s Carriage of 

Dangerous Goods Manual. 





Chapter 12 § Training Programs 

CHAPTER 12 § TRAINING PROGRAMS 

This chapter is issued as a separate manual known as the Training Programs Manual. It has its own independent 

Table of Contents and List of Effective Pages. 





Chapter 13 § Operations Forms 

CHAPTER 13 § OPERATIONS FORMS 

Starting on the following page, this chapter contains screenshots or copies of forms used during Flight Operations. 






13.1 Flight Time, Flight Duty Time and Rest Period Record 

This is a screenshot of a pilot’s monthly times from the computer program used to track the flight time, flight duty 

time, and rest periods. 



13.2 Company Flight Itinerary 




This is a screenshot of a completed Company Flight Itinerary which would be emailed to the flight follower. 






13.3 Emergency Response Plan Checklist 























13.4 Flight Ticket 

This is a .pdf of the Flight Ticket form. 






13.5 Class D MOU 




The following form is a copy of the template used prior to Class D operations.

Talon Helicopters Ltd COM Edition 2 Amend 0 submission 3 TC Stamped

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