Company Operations Manual...Cover Amendment: 8 Date: Feb 1, 2017 Company Operations Manual Single...

Cover Amendment: 8 Date: Feb 1, 2017

Company Operations Manual

Single and Multi-Engine Day VFR

Owen Sound Flight Services

Owen Sound Billy Bishop Regional Airport R.R. #8, #203807 Owen Sound, ON

N4K5W4

Phone: 519-372-1259

Operations Manual

i Amendment: 7 Date: Jan 23, 2013

Preamble

This Company Operations Manual has been compiled for the use and guidance of operations personnel in the execution of their duties. This manual reflects Owen Sound Flight Services Inc.’s commitment to safety. It is the responsibility of each employee to ensure that they are familiar with the contents of this manual and that they follow the procedures laid out in it. The standards, practices, procedures and specifications contained in this Manual are in accordance with the Canadian Aviation Regulations and applicable standards.

Where reference in this Manual is made to the “Air Operator”, the “Company” and/or the “Operator”, it shall be taken to mean Owen Sound Flight Services Inc.

Where reference in this Manual is made to “him” or “himself”, it shall be taken to also mean “her” or “herself” respectively.

Any reference to PIC shall be taken to also mean “Pilot-In-Command”.

All amendments, after approval/acceptance by the Regional Manager Commercial and Business Aviation (RMCBA), Transport Canada, shall be promptly inserted into the Manual by the individual or organization shown on the distribution list, as the holder of the Manual, and that person shall be responsible for its safe custody, maintenance and conscientious amendment.

The Operations Manager is responsible for the development, maintenance, distribution and amendment of this Operations Manual. Comments/suggestions for improvement of the Company Operations Manual should be brought to the attention of the Operations Manager.

Operations Manual

ii Amendment: 9 Date: March 31, 2017

Table of Contents

General Definitions ................................................................................................ 3 Amending Procedures and Distribution List ........................................... 3 Operations Manual Distribution and Control ........................................... 4 Manual Holders ........................................................................................ 5 Operations Library ................................................................................... 5 Aircraft Library ........................................................................................... 6 Record Of Amendments .......................................................................... 7 List Of Effective Pages ............................................................................ 9

1 Operating Certificate and Operations Specifications 1.1 Operating Certificate and Operations Specifications ..................... 2

2 Company Organization 2.1 Company Overview ........................................................................ 2 2.2 Company Management Structure ................................................. 3 2.3 Duties and Responsibilities of Operations Personnel ................... 4

2.3.1 Operations Manager .................................................... 4 2.3.2 Crew Scheduler ........................................................... 5 2.3.3 Chief Pilot ..................................................................... 5 2.3.4 Training Pilots .............................................................. 5 2.3.5 Pilot-In-Command ........................................................ 6 2.3.6 Maintenance Manager ................................................. 6 2.3.7 EFB Administrator .......................................................... 7

2.4 Operational Support Services and Equipment ................................ 8 2.4.1 Operational Control System .......................................... 8 2.4.2 Current Flight Operations Publications ......................... 8 2.4.3 Passenger and Cargo Handling Requirements ............ 8 2.4.4 Communication Requirements ...................................... 8 2.4.5 Provisions for Handling Dangerous Goods .................. 8 2.4.6 Accessing Weather Information .................................... 8 2.4.7 Ground De-Icing/Anti-Icing Program Requirements ..... 8 2.4.8 Aeroplane Servicing Facilities and Ground Handling

Equipment ............................................................ 8

3 Operational Control System 3.1 Operational Control System ........................................................... 2

3.1.1 Definition ...................................................................... 2 3.1.2 Responsibility and Authority ........................................ 2 3.1.3 Communications .......................................................... 2 3.1.4 Duty Person .................................................................. 2 3.1.5 Information Centre ......................................................... 2

Operations Manual

iii Amendment: 8 Date: Feb 1, 2017

3.2 Flight Preparation Procedures ....................................................... 2 3.3 Operational Flight Plan ................................................................... 3

3.3.1 Requirement ................................................................ 3 3.3.2 Completing the OFP .................................................... 3 3.3.3 Retention Period .......................................................... 3

3.4 Flight Following and Communication Requirements .................... 4 3.4.1 Definition ...................................................................... 4 3.4.2 Requirements .............................................................. 4 3.4.3 Changes to the Operational Flight Plan ...................... 6

3.5 Operational Information Bulletins ................................................... 6 3.6 Weight and Balance Control System .............................................. 6 3.7 Loading ............................................................................................ 7 3.8 Post Flight Procedures .................................................................... 8

4 Operating Requirements 4.1 Fuel and Oil Requirements ............................................................ 2 4.2 Fuelling Procedures ....................................................................... 2

4.2.1 Fuelling With Passengers On Board ........................... 2 4.3 VFR Operating Weather Minima ................................................... 2

4.3.1 Controlled Airspace ..................................................... 2 4.3.2 Uncontrolled Airspace ................................................. 3 4.3.3 Day VFR Instrument and Equipment Requirements .. 3 4.3.4 Navigation and Communication Equipment Procedures ................................................................... 3

4.4 Collision Avoidance Procedures .................................................... 4 4.5 Aircraft Performance Limitations .................................................... 4 4.6 Placement and Securing of Cargo / Baggage ................................ 4 4.7 Use of Pilot Operating Handbooks / Checklists ............................ 4 4.8 Maintenance Inspections and Aircraft Defects .............................. 4 4.9 Aircraft Critical Surface Contamination .......................................... 5

4.9.1 De-icing Guidelines ..................................................... 6

5 Passenger and Cabin Safety 5.1 Passenger and Cabin Safety Procedures ..................................... 2 5.2 Safety Briefing ................................................................................ 2 5.3 Individual Safety Briefing ................................................................ 3 5.4 Passenger Use of Portable Electronic Equipment ........................ 5 5.5 Use of Child Restraint Devices ...................................................... 5

6 Flight in Hazardous Conditions 6.1 Operations in Hazardous Conditions ............................................. 2 6.2 Flight Operations in Rain ................................................................ 2 6.3 Thunderstorms ............................................................................... 2

Operations Manual

iv Amendment: 8 Date: Feb 1, 2017

6.4 Low Level Wind Shear ................................................................... 5 6.5 Wake Turbulence ........................................................................... 6 6.6 Icing ................................................................................................. 9 6.7 Turbulence .................................................................................... 10 6.8 White-Out Conditions ................................................................... 10

7 Crew Qualifications and Duty Times 7.1 Crew Qualifications and Competency Checks .............................. 2 7.2 Licenses .......................................................................................... 2 7.3 Pilot Proficiency and Competency Checks ................................... 2 7.4 Currency ......................................................................................... 3 7.5 Flight and Duty Time Limitations ................................................... 3

7.5.1 Tracking of Duty Time and Flight Time ....................... 3 7.5.1a Tracking of Takeoffs and Landings ............................. 3 7.5.2 Flight Time Limitations ................................................. 3 7.5.3 Flight Duty Time Limitations ........................................ 4 7.5.4 Minimum Rest Period .................................................. 4 7.5.5 Time Free From Duty .................................................. 4 7.5.6 Flight Crew Members on Reserve .............................. 5

8 Emergency Procedures and Equipment 8.1 Accident / Incident Reporting ......................................................... 2 8.2 Aircraft Accident / Incident / Overdue Emergency Checklists and Instructions ......................................................... 2

8.2.1 Contact Numbers – Owen Sound Base ...................... 3 8.3 Procedures for Reporting Overdue Aircraft ................................... 3 8.4 Procedures for Reporting an Accident or Incident ........................ 4 8.5 Ground Emergency Co-ordination Procedures ............................... 4 8.6 Passenger Preparation for an Emergency Landing ...................... 5 8.7 Evacuation of Passengers during an Emergency ........................... 6 8.8 Survival and Emergency Equipment ............................................. 6 8.9 Survival Kit Contents ...................................................................... 6 8.10 First Aid Kit ..................................................................................... 7 8.11 ELT Operating Procedures ............................................................ 7 8.12 Unlawful Interference ..................................................................... 8

9 Training Program 9.1 Company Training General ............................................................ 2 9.2 Training Records ............................................................................ 2 9.3 Training General ............................................................................. 2 9.4 Training and Qualifications of Training Personnel ........................ 3

9.4.1 Instructor – Ground Training ....................................... 3 9.4.2 Instructor – Flight Training ........................................... 3 9.4.3 Training Program Standards ....................................... 3

Operations Manual

v Amendment: 9 Date: March 31, 2017

9.5 Minimum Training Requirements ................................................... 4 9.5.1 Company Indoctrination Training ................................ 4 9.5.2 Technical Ground Training – Initial and Recurrent ........................................... 5 9.5.3 Emergency Procedures Training For Pilots ................ 5 9.5.4 Aeroplane Surface Contamination Training ................ 6 9.5.5 Transportation of Dangerous Goods .......................... 6 9.5.6 Survival Equipment Training ....................................... 6 9.5.7 Aeroplane Servicing and Ground Handling Training for Pilots ................................................ 6 9.5.8 Aeroplane Flight Training Program ............................. 7 9.5.9 Airborne Icing Training .................................................. 8 9.5.10 Aerial Work Training……………………………………..8 9.5.11 Electronic Flight Bag Training ....................................... 8

9.6 Minimum Ground and Flight Training Times ............................... 10 9.7 Training Record Tracking ............................................................. 10

10 Company Forms 10.1 Operational Flight Plan ................................................................... 2 10.1a Operational Flight Plan Digital Format ............................................. 3 10.2 Special Purpose Operational Flight Plan – Cessna 172 ............... 4 10.2a Special Purpose Operational Flight Plan Digital Format................. 5 10.3 Special Purpose Operational Flight Plan – Reserved .................... 6 10.4 Weight and Balance – Cessna 172 ................................................ 7 10.4a Weight and Balance Digital Format ................................................. 8 10.5 Weight and Balance – Reserved .................................................... 9 10.6 Extension to Maximum Flight Duty Time ..................................... 10 10.7 Flight and Duty Time Record ....................................................... 11 10.8 Ground Training Record .............................................................. 12 10.9 Initial and Recurrent Pilot Training – Single-Engine ................... 13 10.10 Initial and Recurrent Pilot Training – Multi-Engine ..................... 14 10.11 Pilot Competency Check ............................................................. 15 10.12 Charter Training Record Tracking ............................................. 16

11 Transportation of Dangerous Goods 11.1 General ........................................................................................... 2 11.2 Training Commensurate with Responsibilities .............................. 2 11.3 Training Program - General ........................................................... 3 11.4 Adequate Training – TDG ............................................................... 3 11.5 Policies and Procedures ................................................................ 4 11.6 PIC Authority ................................................................................... 6 11.7 List of Dangerous Goods ................................................................ 7

Operations Manual

vi Amendment: Original Date: Oct 27, 2007

Intentionally left blank

Operations Manual General

Gen-1 Amendment: Original Date: Oct 27, 2007

GENERAL



Intentionally Left Blank


Gen -3 Amendment: Original Date: Oct 27, 2007

Definitions

Check-In Time: the time when a flight crew member reports for a flight or for any other duties associated with his employment.

Check-Out Time: the time when a flight crew member is relieved of company duties. This time shall be at least 15 minutes after the end of the last flight time.

Duty Time: the period of time commencing at Check-In Time and ending at Check-Out Time.

Flight Crew Member on Reserve: a flight crew member who has been designated by an air operator to be available to report for flight duty on notice of more than one hour.

Flight Time: the total time from the moment an aircraft moves under its own power for the purpose of taking off until the moment it comes to rest at the end of the flight.

His: any reference in this manual to the word “his” shall also be taken to mean “her”.

Rest Period: a period spent on the ground during which a pilot is relieved of all duties associated with his employment.

Sightseeing Flight: a flight that departs and arrives at the same aerodrome, having no intermediate stops, and for the purpose of sight-seeing only.

Time Free from Duty: a period of time during which Owen Sound Flight Services Inc. cannot assign to a flight crew member any company related duty to be performed during the period including standby, on call, and reserve.

Unforeseen Operational Circumstance: an event, such as unforecast adverse weather, an equipment malfunction or, an air traffic control delay, that is beyond the control of the air operator.

Amending Procedures and Distribution List

Where there is a change in the Operator’s operation or where this manual no longer meets the requirements of the Canadian Aviation Regulations, a bulletin will be issued to each manual holder. Where information in a bulletin differs from the information in the manual, the bulletin shall prevail. Manual holders shall read the bulletin and insert it into the back of the Operations Manual. The Operations Manager is responsible for inserting bulletins in the back of the company and aircraft copies of the manual.

The manual will be amended and submitted to the Regional Manager, Commercial and Business Aviation (RMCBA), Transport Canada for approval by the end of February each year, or more often if the Operations Manager deems it necessary.

When this manual is amended, a copy of the amendment will be forwarded to Transport Canada along with the appropriate amendment instructions. Amendment


Gen-4 Amendment: 8 Date: Feb 1, 2017

instructions shall include a “Remove Pages”, “Insert Pages”, and “Reason for Change” list, and a note instructing the manual holder to destroy the amended pages. Each amended page shall show the appropriate amendment number and date as well as a vertical line in the outside margin opposite the amended content.

After approval by Transport Canada, the Operations Manager will issue a bulletin to notify all operations personnel of the amendment and will then distribute the amendment to the manual holders.

Operations Manual Distribution and Control

The Operations Manager shall maintain a master list of manual holders and control their distribution. The following policies apply to the maintenance and care of individual Operations Manuals: a) Manual holders may choose to receive manuals and amendments in paper or

digital format (Word, html or PDF). b) Holders of paper manuals must insert amendments issued to them in a timely

manner and ensure all pages are consistent with the list of effective pages. Those who hold digital manuals shall ensure that the amended version is available and the expired manual is removed and/or destroyed in such a manner as to render it inaccessible.

c) Each aircraft will have on board during operations, a current manual in paper format or a digital copy on the approved Electronic Flight Bag. The Operations Manager is responsible for keeping aircraft copies current and up to date.

d) Any discrepancy between the list of effective pages and the actual manual pages shall be brought to the attention of the Operations Manager immediately.



Manual Holders

President

Operations Manager

Transport Canada

Chief Pilot

Maintenance Manager

Aircraft

Pilots

Operations Library

The Operations Manager shall ensure that all of the following publications are current and readily available. Beside each publication is listed its location.

Transport Canada (Aviation) Publications

Aeronautics Act (Available at main base of operations by Internet)

Canadian Aviation Regulations (Available at main base of operations by Internet)

Aeronautical Information Manual (Available at main base of operations by Internet)

Canada Flight Supplement (Available at main base of operations)

Appropriate Maps and Charts (Available at main base of operations)

Company Manuals

Maintenance Control Manual (Available at main base of operations)

Operations Manual (Available at main base of operations)

Other Manuals

A Pilot Operating Handbook for each type of aircraft in the current company fleet. (Available at main base of operations).


Gen-6 Amendment: 8 Date: Feb 1, 2017

Aircraft Library

During flight operations, the aircraft will have a printed library, or digital library on the EFB containing at least the following: a) normal and emergency checklists; b) a current Canada Flight Supplement; c) appropriate and current VFR charts; d) a Company Operations Manual; e) a Pilot Operating Handbook; f) Operational Flight Plans; g) weight & balance forms; and h) a Maintenance Control Manual.

The above Aircraft Library will be made readily available at the main base of operations. It is the responsibility of the Operations Manager to ensure that all of the above publications are readily available and updated as necessary in the EFB. It is the responsibility of the PIC to ensure the above publications are carried onboard the aircraft during flight operations.

During MNR Operations the following Items will be carried with the charter bag in addition to the above:

* Crash Axe / Hatchet * Survival Blanket * Survival Tablets for water purification


Gen-7 Amendment: 9 Date: March 31, 2017

Record of Amendments

Amendment # Amendment Date Date Entered Signature Original Oct. 27, 2007 Oct. 27, 2007

1 Feb. 15, 2009 Feb. 15, 2009 2 August 9, 2009 August 9, 2009 3 November 1, 2009 November 1, 2009 4 April 6, 2010 April 6, 2010 5 Sept. 1, 2010 Sept 1, 2010 6 May 14, 2011 May 14, 2011 7 Jan 23, 2013 Jan 23, 2013 8 Feb 1, 2017 Feb 1, 2017 9 March 31, 2017


Gen-9 Amendment: 9 Date: March 31, 2017

List of Effective Pages

Page Date Page Date Page Date Page Date

i Jan 23, 2013 4 - 1 Oct. 27, 2007 8 - 7 Feb. 15, 2009 11-5 Mar 31, 2017 ii Mar 31, 2017 4 - 2 Feb. 15, 2009 8 - 8 Feb. 15, 2009 11-6 Mar 31, 2017 iii Feb 1, 2017 4 - 3 August 9, 2009 8 - 9 Oct. 27, 2007 11-7 Oct. 27, 2007 iv Feb 1, 2017 4 - 4 Feb. 15, 2009 9 - 1 Oct. 27, 2007 11-8 Oct. 27, 2007 v Mar 31, 2017 4 - 5 Feb. 15, 2009 9 - 2 August 9, 2009 vi Oct. 27, 2007 4 - 6 Feb. 15, 2009 9 - 3 Oct. 27, 2007

Gen - 1 Oct. 27, 2007 5 - 1 Oct. 27, 2007 9 - 4 Oct. 27, 2007 Gen - 2 Oct. 27, 2007 5 - 2 Oct. 27, 2007 9 - 5 Oct. 27, 2007 Gen - 3 Oct. 27, 2007 5 - 3 Oct. 27, 2007 9 - 6 Mar 31, 2017 Gen - 4 Feb 1, 2017 5 - 4 Oct. 27, 2007 9 - 7 Feb 1, 2017 Gen - 5 Oct. 27, 2007 5 - 5 Feb 1, 2017 9 - 8 Feb 1, 2017 Gen - 6 Feb 1, 2017 5 - 6 Oct. 27, 2007 9 - 9 Feb 1, 2017 Gen - 7 Mar 31, 2017 6 - 1 Oct. 27, 2007 9 - 10 Feb 1, 2017 Gen - 8 Oct. 27, 2007 6 - 2 Oct. 27, 2007 9 - 11 Oct. 27, 2007 Gen - 9 Mar 31, 2017 6 - 3 Oct. 27, 2007 10 - 1 Oct. 27, 2007 Gen - 10 Oct. 27, 2007 6 - 4 Oct. 27, 2007 10 - 2 Sept. 1, 2010

1 - 1 Oct. 27, 2007 6 - 5 Oct. 27, 2007 10 - 3 Feb 1, 2017 1 - 2 Oct. 27, 2007 6 - 6 Oct. 27, 2007 10 - 4 May 14, 2011 2 - 1 Oct. 27, 2007 6 - 7 Oct. 27, 2007 10 - 5 Feb 1, 2017 2 - 2 Oct. 27, 2007 6 - 8 Oct. 27, 2007 10 - 6 Oct. 27, 2007 2 - 3 Feb 1, 2017 6 - 9 Oct. 27, 2007 10 - 7 May 14, 2011 2 - 4 Oct. 27, 2007 6 - 10 Oct. 27, 2007 10 - 8 Feb 1, 2017 2 - 5 Oct. 27, 2007 6 - 11 Oct. 27, 2007 10 - 9 Oct. 27, 2007 2 - 6 Oct. 27, 2007 6 - 12 Oct. 27, 2007 10 - 10 May 14, 2011 2 - 7 Feb 1, 2017 7 - 1 Oct. 27, 2007 10 - 11 Sept. 1, 2010 2 - 8 Feb 1, 2017 7 - 2 August 9, 2009 10 - 12 May 14, 2011 2 - 9 Oct. 27, 2007 7 - 3 Sept 1, 2010 10 -13 Sept. 1, 2010 3 - 1 Oct. 27, 2007 7 - 4 August 9, 2009 10 - 14 Oct. 27, 2007 3 - 2 Oct. 27, 2007 7 - 5 August 9, 2009 10 - 15 August 9, 2009 3 - 3 Feb 1, 2017 7 - 6 Oct. 27, 2007 10 - 16 August 9, 2009 3 - 4 Feb 1, 2017 8 - 1 Oct. 27, 2007 10 - 17 Nov 1, 2009 3 - 5 Feb 1, 2017 8 - 2 Oct. 27, 2007 10 – 18 Oct. 27, 2007 3 - 6 Feb 1, 2017 8 - 3 Feb 1, 2017 11 - 1 Oct. 27, 2007 3 - 7 Feb 1, 2017 8 - 4 August 9, 2009 11 - 2 Mar 31, 2017 3 - 8 Oct. 27, 2007 8 - 5 Oct. 27, 2007 11 - 3 Mar 31, 2017 3 - 9 Oct. 27, 2007 8 - 6 Feb. 15, 2009 11 - 4 Mar 31, 2017

Operations Manual Chapter 1

1-1 Amendment: Original Date: Oct 27, 2007

Operating Certificate and Operations Specifications

Chapter

1



1.1 Operating Certificate and Operations Specifications



Company Organization

Chapter

2



2.1 Company Overview

Owen Sound Flight Services Inc. is an Air Operator providing Charter services in accordance with CAR 702 (aerial work), and 703 (air taxi).


2-3 Amendment: 8 Date: Feb 1, 2017

2.2 Company Management Structure

Dave Kalistchuk Accountable

Executive

Dave Kalistchuk Operations

Manager

Dan Vachon Maintenance

Manager

Dave Kalistchuk Chief Pilot

Training Pilots Any company pilots who hold a valid Commercial

Pilot Licence for the class of aeroplane operated.

Pilots

Andy Plater EFB Administrator



2.3 Duties and Responsibilities of Management and Operations Personnel

2.3.1 Operations Manager

The Operations Manager shall report directly to the President and is responsible for; a) the safe control of operations and operational standards of all aeroplanes

operated; b) the identification of operations coordination functions which impact on

operational control (eg. maintenance, crew scheduling, load control, equipment scheduling);

c) supervision, organization, function and manning of the following: i) flight operations; ii) cabin safety; iii) crew scheduling; iv) training programs; and v) flight safety.

d) the contents of the air operator's Company Operations Manual; e) the supervision of and the production and amendment of the Company

Operations Manual; f) liaison with the regulator authority on all matters concerning flight operations,

including any variations to the air operator's Air Operator Certificate; g) liaison with any external agencies which may affect air operator operations; h) ensuring that the air operator's operations are conducted in accordance with

current regulations, standards and air operator policy; i) ensuring that crew scheduling complies with flight and duty time regulations; j) ensuring that all crew members are kept informed of any changes to the

regulations and standards; k) the receipt of any aeronautical information affecting the safety of flight and if

necessary taking corrective action; l) the dissemination of aeroplane safety information, both internal and external; m) qualifications of flight crew members; and n) maintenance of a current operations library.

NOTE: In his or her absence, all responsibilities for operational duties shall be delegated to another individual qualified in accordance with Canadian Aviation Regulations except that the knowledge requirements detailed under Operations Manager qualifications may be demonstrated to the air operator rather than the Minister.



2.3.2 Crew Scheduler

The Crew Scheduler reports directly to the Operations Manager and is responsible for assisting with the following duties: a) Scheduling pilot duty and flight times; b) Ensuring that crew scheduling complies with flight and duty time regulations; c) Updating crew flight time and duty time tracking spreadsheets on a daily basis;

and d) Monitoring pilot flight and duty times for compliance with regulations.

2.3.3 Chief Pilot

The Chief Pilot reports directly to the Operations Manager and is responsible for the professional standards of the flight crew under his authority, and in particular; a) developing standard operating procedures; b) developing or implementing all required approved training programs for the air

operator's flight crews; c) issuing directives and notices to the flight crews as required; d) the operational suitability and requirements of all aerodromes and routes

served by the operator; e) the processing and distribution of accident, incident, and other occurrence

reports, and if necessary taking corrective action; f) the processing of any crew reports and if necessary taking corrective action; g) the supervision of flight crew; and h) assuming any responsibilities delegated by the Operations Manager.

NOTE: In his or her absence, all responsibilities for operational duties shall be delegated to another individual qualified in accordance with Canadian Aviation Regulations except that the knowledge requirements detailed under Chief Pilot qualifications may be demonstrated to the air operator rather than the Minister.

2.3.4 Training Pilots

The Training Pilot is responsible for monitoring the operation and identifying problems which may require the provision of extra training or changes in operational procedures. The training pilot is responsible, together with the Chief Pilot, for the establishment and promulgation of the standards and piloting techniques with which flight crew will be expected to comply during flight operations and which the flight crew will be required to demonstrate during initial and recurrent checks. Particular responsibilities are: a) conducting ground, and flight training of all flight crew in accordance with the

approved training program;



b) supervision of the standards and recommending amendments to their

respective aeroplane operating manuals; c) maintaining the air operator's training records; d) liaison with crew scheduling concerning training details; and e) any responsibilities assigned by the Chief Pilot.

2.3.5 Pilot-in-Command

The Pilot-in-Command (PIC) is responsible to the Chief Pilot and will ensure the safe conduct of a flight.

The PIC will ensure that each flight is conducted in accordance with all regulations and the company operations manual. Specific duties include: a) checking weather and all applicable NOTAMs; b) determining fuel and oil requirements; c) calculating the aeroplane weight & balance: d) completing an Operational Flight Plan, and/or Flight Plan/Flight Itinerary as

applicable; e) completing an aeroplane pre-flight inspection before each departure; f) supervising or carrying out the loading and securing of cargo/freight; g) Briefing of passengers in accordance with the requirements outlined in Chapter

4; h) completing all post flight duties, including notification/confirmation to company

of the whereabouts of the aeroplane when away from base, recording flight times and any defects, etc.

2.3.6 Maintenance Manager

The Maintenance Manager reports directly to the President and is responsible for the planning and control of all maintenance, liaison with Transport Canada on maintenance issues, and liaison with the Approved Maintenance Organization performing maintenance on company aircraft. The Maintenance Manager is authorized to remove aircraft from operation because of non-compliance with Canadian Air Regulations or because the operation of the aircraft could have an adverse effect on safety.

The Maintenance Manager may assign to another person management functions for specific maintenance control activities in accordance with the Maintenance Control Manual.



2.3.7 EFB Administrator

The electronic flight bag administrator will report directly to the Operations Manager. The roles and responsibilities of the EFBA are as follows:

▪ Responsible for updating and modifying software ▪ Will manage access control for software modifications. ▪ Act as administrator for data management purposes, maintain

infrastructure to prevent data corruption by users. In our case, the charter email account, and local file backup.

▪ Periodically test functionality of EFB ▪ Maintain inventory of EFB hardware, and make requests for

replacement, repair and maintenance as necessary. See sample template of inventory spreadsheet:

▪ Ensure accuracy and integrity of weight and balance output data

(check that W&B is current and accurate) every 6 Months



2.4 Operational Support Services and Equipment

2.4.1 Operational Control System

See: Chapter 3.

2.4.2 Current Flight Operations Publications

See: General Section, Page General 4 – General 5

2.4.3 Passenger and Cargo Handling

See: Chapter 5, Section 5.1, Page 5-2

2.4.4 Communications

See: Chapter 3, Section 3.1.3, Page 3-2 and Section 3.4.2, Page 3-4

2.4.5 Provisions for Handling Dangerous Goods


2.4.6 Accessing Weather Information

Internet and telephone are available to pilots at the main base of operations as well as through EFB inflight Data plans.

2.4.7 Ground De-Icing/Anti-Icing Program


2.4.8 Aeroplane Servicing Facilities and Ground Handling Equipment

The following equipment will be made readily available for pilot use at the main base of operations: a) Tow Bar b) Ladder c) Oil appropriate for the aircraft to be used d) Funnels



The following equipment will be made readily available for pilot use in each aircraft. It is the responsibility of the PIC to ensure that this equipment is carried onboard the aircraft during flight operations: a) Fuel Strainer b) Fuel Dipstick c) In Winter, a snow brush



Operational Control System

Chapter

3



3.1 Operational Control System

3.1.1 Definition

Operational control means the exercise of authority over the formulation, execution and amendment of an operational flight plan in respect of a flight.

3.1.2 Responsibility and Authority

Operational control is delegated to the PIC of a flight by the Operations Manager, who retains responsibility for the day-to-day conduct of flight operations. Flights operated under this system are self-dispatched and released by the PIC.

3.1.3 Communications

Each aircraft shall be equipped with serviceable and functioning communications equipment that permits the PIC to communicate with a ground radio station on the appropriate frequency.

3.1.4 Duty Person

A person, qualified and knowledgeable in the air operator’s flight alerting procedures, shall be available by telephone when any flight operations are being conducted. The Duty Person must have access to a copy of the operational flight plan at all times.

3.1.5 Information Centre

Current information on the location of the air operator’s aeroplanes shall be maintained by the Duty Person. This information shall be retained and filed as soon as practicable, upon completion of the flight(s).

3.2 Flight Preparation Procedures

The PIC is responsible for flight preparation procedures. Before commencing a flight the PIC shall be familiar with available information that is appropriate to the intended flight including current and forecast weather, NOTAMS, charts and publications. Flight preparation procedures include: a) Assessment of available weather information to determine that the flight can be

completed safely and that weather conditions will remain VFR for the duration of the flight;

b) Determining aircraft airworthiness through journey log books and a pre-flight check;

c) Completion of an Operational Flight Plan (OFP) or Special Purpose Operational Flight Plan (SPOFP);

d) Completion of a weight and balance calculation; and



e) Filing a flight plan or flight itinerary.

A flight release will be deemed to have been given when the PIC has completed the Flight Preparation Procedures and determined that the flight may be conducted in accordance with the Air Operator Certificate and Specifications issued to the company, and all Canadian Aviation Regulations and Standards.

In the event that a new requirement for a flight develops when operating away from base, the PIC will have the authority to release the aircraft. Prior to release, the PIC shall notify the Duty Person of the changes and complete the Flight Preparation Procedures.

The OFP, SPOFP, Weight and Balance calculation, and the filing of a flight plan may be completed by the Duty Person but the responsibility to verify accuracy remains with the PIC.

3.3 Operational Flight Plan

3.3.1 Requirement

A Company Operational Flight Plan (OFP, form 10.1 or EFB 10.1a) shall be completed for every flight except where a Special Purpose Operational Flight Plan (SPOFP 10.2 or EFB 10.2a) may be used. For local flights (within 25 nautical miles of the departure aerodrome) or Sightseeing Flights, a SPOFP (SPOFP 10.2 or EFB 10.2a) may be used.

The PIC will complete the OFP or SPOFP and a copy will be left at the point of departure and/or e-mailed to the Duty Person in accordance with EFB Training Procedures. When an OFP is being used, the PIC will carry the original or digital copy in the aircraft during the flight.

3.3.2 Completing the OFP

When completing an OFP, the PIC shall ensure that all information has been provided including the Aircraft Registration, the Date of the Flight, Average Altitude and the Estimated Time of Departure. Each leg or flight segment requires a line that shall include the destination, heading, distance, time, and fuel.

3.3.3 Retention Period

The following flight preparation documents shall be retained and filed for a period of at least 5 years: a) When an OFP had been used, the OFP, weight and balance calculations,

weather, and NOTAMS shall be stapled together and filed.



b) When an SPOFP has been used, the SPOFP shall be filed.

3.4 Flight Following and Communication Requirements

3.4.1 Definition

Flight following is the monitoring of a flight’s progress and the notification of the company and search-and-rescue authorities if the flight is overdue or missing.

3.4.2 Requirements

To ensure that flight following is effective and providing the information necessary, the following shall apply: a) A Duty Person shall be available by telephone through text message, audio or

video call or by e-mail, when any flight operations are being conducted. In the case of traditional paper methods, the contact number shall be provided to the PIC on the OFP. In the EFB a contact list of all OSFS personnel will be maintained in the Contacts directory for access anytime by the PIC.

b) When a charter flight is to utilize the EFB, a record of the Flight Plan, including any correspondence throughout the flight shall be e-mailed to both the Duty Person and [email protected]. All communications of arrivals and departures shall be “replied to all” in this thread and acknowledged by a “reply to all” by the Duty Person and/or Pilot as applicable. The PIC or Duty Person must ensure that they receive confirmation of the information necessary. As an example, when the Pilot replies through email thread of his arrival, he must also see that the Duty Person has acknowledged receipt of this information through a reply to the thread such as “Acknowledged”, in a timely fashion. If there is any question as to the certainty that both Pilot and Duty Person are not waiting on information from one another, both parties must make the necessary efforts to contact the other through any means available.

c) If there are any changes to a flight in respect of route or duration, the PIC shall notify, as soon as practicable, the Duty Person as well as the appropriate ATC unit, FSS, community aerodrome radio station, or responsible person as appropriate. In the case of a charter flight utilizing an EFB, this notification shall be made through the process as stated above in 3.4.2. (b).

d) The PIC shall report the time of all landings to the Duty Person as soon as possible after arrival. All estimated departure times shall be reported to the Duty Person prior to take-off with an ETA to the next point of landing. In the case of a charter flight utilizing an EFB, this notification shall be made through the process as stated above in 3.4.2. (b).

e) When operating a charter with traditional paper methods, the PIC shall record

all arrival times and ETAs on the OFP. The Duty Person shall record all arrival times and ETAs on a copy of the OFP when given by the PIC. In the case of a

mailto:[email protected]



charter flight utilizing an EFB, this notification shall be made through the process as stated above in 3.4.2. (b).

f) For the purpose of contacting the Duty Person to report departures and arrivals, the PIC will carry a cellular phone whenever possible. Where circumstances prevent the use of a cellular phone, a collect call from a conventional phone should be made. If there is no telephone service available, a request to an FSS or ATC unit shall be made to relay a message to the Duty Person. In the case of a charter flight utilizing an EFB, this notification shall be made through the process as stated above in 3.4.2. (b).

g) The PIC shall maintain a listening watch on the appropriate ATS/FSS frequency and, where required, establish communication with an air traffic service unit or community aerodrome radio station (CARS) as applicable on the appropriate frequency.



3.4.3 Changes to the Operational Flight Plan

When the PIC makes changes to the route or duration of the flight and reports those changes to the Duty Person as required in section 3.4.2, the following actions shall be taken: a) The PIC shall amend the OFP by changing the information on the appropriate

line or by crossing the affected line out and adding a new line; or in the case of EFB – A new Nav Log shall be created and submitted to the e-mail thread as outlined in 3.4.2. (b).

b) If changes require more flight legs, each leg shall be entered on a line of the OFP; or in the case of an EFB submitting a new Nav Log as outlined in 3.4.2.(b).

c) When reported to the Duty Person, the changes made by the PIC above shall also be entered on the OFP copy, or in case of EFB, shall be reported in accordance with the procedures outlined in 3.4.2.(b).

3.5 Operational Information Bulletins

Owen Sound Flight Services Inc. distributes operational information to pilots and other personnel through the use of printed Bulletins. Bulletins are maintained in a binder and shall be available to all operational personnel. Pilots are required to check for new bulletins upon reporting for duty and initial all new bulletins as having been read. Information Bulletins will also be made available on all EFB’s.

Bulletins shall remain available until such time as they are no longer applicable or they have been reflected in an Operations Manual amendment.

3.6 Weight and Balance Control System

Aeroplane Basic Empty Weight and Centre of Gravity can be found in the aircraft Journey Log. Operational Empty Weight for each aircraft will be listed on the appropriate Weight and Balance or Special Purpose Operations Flight Plan form in Chapter 10. Operational Empty Weight consists of the Basic Empty Weight of the aircraft plus the survival kit, GPS receiver and the Aircraft Library.

The PIC is responsible for the proper loading of the aircraft, including load security, weight and weight distribution. The PIC shall ensure that for every phase of flight, the aircraft is operated within the weight and centre of gravity limitations and load restrictions specified in the pilot operating handbook and the current weight and balance report.

A flight shall not be commenced unless the PIC has completed a weight and balance calculation. A single weight and balance form may be used for a series of consecutive flights carrying the same load.



In the case of traditional paper methods, where the flight departs from the Owen Sound Airport, the pilot shall leave a signed copy of the weight and balance calculation. Where the flight departs from another airport other than Owen Sound, the completed weight and balance form will be carried onboard and later filed. Prior to departure, the take-off weight and Centre of Gravity will be relayed to the duty person who will record them on the operational flight plan in the “Notes” section. Where the flight is to utilize an EFB, the procedures shall be in accordance with section 3.4.2.

The PIC shall report the Weight, Centre of Gravity and Passenger names to the duty person for every departure.

Weights to be used when completing weight and balance calculations are as follows: a) For standard company use, the specific gravity for Aviation fuel is:

1.59 lbs. per litre 6.0 lbs. per U.S. gallon

b) Actual passenger weights are to be used whenever possible by means of a scale and when it is apparent that the standard weights below are too low.

If it is apparent that the aircraft will be loaded close to the maximum gross weight, baggage and passengers must be weighed using a scale.

SUMMER (Mar.15 - Oct.14 incl.)

WINTER (Oct.15 - Mar.14 incl.)

187 lbs. MALE 193 lbs.

152 lbs. FEMALE 158 lbs.

75 lbs. CHILDREN (2 to 11yrs.) 75 lbs.

30 lbs. INFANTS (0 to < 2yrs.) 30 lbs.

NOTE: The weights above are for passengers with no carry-on baggage.

3.7 Loading

The PIC shall ensure that all cargo, baggage and loose equipment is secured. Nothing shall be placed in a position that would obstruct an emergency exit or emergency equipment such as the fire extinguisher. Also, the PIC shall ensure that floor loading limits are not exceeded.



3.8 Post Flight Procedures

Upon completion of a flight, the PIC must ensure the following are completed: i) Original flight preparation documents are submitted to the Chief Pilot

(see section 3.3.3) ii) Update the personal Flight and Duty Time Excel Spreadsheet located

on the company network (see section 7.5.1)



Operating Requirements

Chapter

4



4.1 Fuel and Oil Requirements

The PIC shall not commence a day VFR flight or during flight change the destination aerodrome set out in the flight plan or flight itinerary unless the aircraft carries sufficient fuel and oil to fly to the destination aerodrome and then to fly for a period of 30 minutes at normal cruising speed.

Sufficient fuel shall also be provided for: a) taxiing and foreseeable delays prior to take-off; b) meteorological conditions; c) foreseeable air traffic routings and traffic delays; and d) any other foreseeable conditions that could delay the landing of the aircraft

4.2 Fuelling Procedures

Pilots shall ensure that the aircraft is fuelled with a grade of fuel that is approved in accordance with the Pilot Operating Handbook and that the fuel is free from contamination.

The PIC shall supervise fuelling and ensure that the aircraft is properly bonded. The aircraft shall not be fuelled with the engine running.

4.2.1 Fuelling with Passengers On-Board

Fuelling with passengers on board is prohibited. If passengers must be deplaned in order to fuel the aircraft, they must be asked to stand well clear and to refrain from smoking or using cell phones during the fuelling process.

4.3 VFR Operating Weather Minima

The Company is approved to fly DAY VFR operations only. The PIC must remain in VFR conditions at all times. If IFR conditions are encountered, the PIC must attempt to return to VFR as soon as possible and in a safe manner. Under these circumstances, ATC should be notified to ensure traffic separation and to assist with returning to VFR conditions. If weather conditions were encountered that were below VFR, the PIC shall report the details to the Chief Pilot in writing.

4.3.1 Controlled Airspace a) Control Area

i) flight visibility shall not be less than 3 miles; and ii) distance from cloud shall not be less than 500 feet vertically and 1 mile horizontally.


4-3 Amendment: 2 Date: Aug 9, 2009

b) Control Zone i) flight visibility and when reported, ground visibility, shall not be less than 3 miles; and ii) distance from cloud shall not be less than 500 feet vertically and 1 mile horizontally.

Special VFR may be authorized by an Air Traffic Control unit when the flight visibility (in the absence of a reported ground visibility), is not less than 1 mile and the aeroplane is operated clear of cloud with visual reference to the surface at all times. The aircraft shall be equipped with a radio capable of communicating with the ATC unit.

4.3.2 Uncontrolled Airspace a) Where operations are conducted at or above 1000 feet AGL;

i) flight visibility must not be less than 1 mile; and ii) distance of the aircraft from cloud must not be less than 500 feet vertically and 2000 feet horizontally.

b) Where operations are conducted at less than 1000 feet above AGL; i) flight visibility must not be less than 2 miles; and ii) the aircraft is operated clear of cloud.

4.3.3 Day VFR Instrument and Equipment Requirements

For all flights conducted under Day VFR and Special VFR rules, aircraft shall be equipped with the following serviceable instruments:

i) a sensitive altimeter capable of being adjusted for barometric pressure

ii) an airspeed indicator iii) a magnetic compass iv) a tachometer for each engine v) a manifold pressure indicator for each engine if it is equipped with

a constant speed propeller vi) an oil pressure indicator for each engine vii) an oil temperature indicator for each engine viii) a fuel quantity indicator for each fuel tank ix) a landing gear position indicator if the aircraft is equipped with

retractable landing gear x) a communications radio that is capable to transmit and receive on

the appropriate frequencies xi) a heading indicator

4.3.4 Navigation and Communication Equipment Procedures

The PIC shall maintain a listening watch on the appropriate frequency during flight. When there is no appropriate frequency, monitor the nearest Flight Service frequency.



4.4 Collision Avoidance Procedures

The PIC shall not operate the aircraft in such proximity to another aircraft so as to create a risk of collision.

4.5 Aircraft Performance Limitations

The aircraft shall be operated in accordance with the operating limitations in the Pilot Operating Handbook, that may be indicated by markings and placards affixed to the aircraft.

4.6 Placement and Securing of Cargo / Baggage

All cargo will be secured to prevent shifting during movement on the ground, on take-off or landing and in flight, and placed in such a way that no exit or access to emergency equipment is obstructed. Carry-on baggage is not permitted.

The safety equipment, the normal and emergency exits that are accessible to passengers must not be wholly or partially blocked by equipment or cargo.

All of the cargo that is stowed in a compartment to which crew members have access must be 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.

4.7 Use of Pilot Operating Handbooks / Checklists

The PIC will be familiar with the Pilot Operating Handbook, and shall use the necessary checklists, information and performance data in the POH for all phases of flight. A copy of the POH will be available to the pilot during flight.

Checklists or placards for use when handling normal, abnormal, and emergencies conditions shall include: a) pre-start check; b) pre-take-off check; c) post-take-off; d) pre-landing check; and e) emergency procedures.

Checklists and placards will be used, where possible, when handling emergencies.

4.8 Maintenance Inspections and Aircraft Defects

The Maintenance Manager will ensure that all scheduled inspections are carried out in accordance with the company Maintenance Control Manual.



The PIC will ensure that the aircraft is serviceable for flight by: a) reviewing the journey log book and maintenance tracking sheet; b) performing a pre-flight check; c) as necessary, consulting the Maintenance Manager.

The PIC will record all defects in the journey log book as soon as possible (i.e. after landing). The PIC will advise the Maintenance Manager of all aircraft defects who will, in turn, arrange for aircraft repairs or follow the Defect Deferral procedures.

4.9 Aircraft Critical Surface Contamination

The PIC shall not commence a take-off in an aircraft that has any frost, ice or snow adhering to any of its critical surfaces. “Critical surfaces” are the wings, critical control surfaces, vertical stabilizers or any other stabilizing surface of an aircraft.

Where conditions are such that frost, ice or snow may reasonably be expected to adhere to the aircraft, the aircraft must be inspected immediately prior to take-off to determine whether any frost, ice or snow is in fact adhering to any of its critical surfaces.

Such inspection shall be carried out by: a) the PIC; b) a flight crew member designated by the PIC; or c) a person other than a crew member, who:

i) is delegated by the operator of the aircraft; and ii) has successfully completed an aircraft surface contamination training program.

When any frost, ice, or snow is found adhering to any critical surface, the contaminant will be removed completely before any flight is attempted.

The methods for removing of frozen contaminant include: a) the application of heat; i.e. warm hangar, solar heat (the sun), or the use of a

heater; b) the application of warm water or a de-icing/anti-icing fluid; or c) Brushing.

When any frost, ice, or snow is found adhering to any critical surface, where the aircraft is away from the main base of operations, the PIC will contact the Duty Person. Together, the PIC and the Duty Person will decide which of the above methods they will utilize to remove the frozen contaminant.

If a clean aircraft for departure cannot be assured, the only acceptable alternative is to cancel or postpone the flight until conditions are acceptable. If there is any doubt



by either the operator or the PIC as to whether a clean aircraft can be assured, the flight will be postponed until conditions are acceptable.

No company pilot shall commence a flight in or continue a flight into known or expected icing conditions.

4.9.1 De-icing Guidelines

De-icing of company aircraft will mostly be accomplished by use of tarps covering appropriate areas of the aircraft and a heat source.

Approved de-icing fluids may be used occasionally. The PIC must ensure that only Type 1 de-icing fluid is used on the aircraft. Type 1 de-icing fluid is orange in colour.

De-icing fluid must not be applied to the following areas: i) Windows; ii) Aircraft brakes; iii) Directly into engine, particularly the engine core; iv) Open vents on aircraft; v) Open baggage compartment doors; vi) Pitot tube port vii) Static air port

When Type 1 de-icing fluid is being applied, non-deicing personnel must not be in close proximity to the aircraft.



Passenger and Cabin Safety

Chapter

5



5.1 Passenger and Cabin Safety Procedures

The flight crew must ensure that supervisory control is maintained over the passengers at all times by visual and aural means. This includes while passengers are embarking or disembarking and while the aircraft is in flight. The PIC will direct passengers to and from the aircraft. Passengers may carry their own baggage to the aircraft. However the PIC will be responsible for loading baggage into the aircraft.

The PIC will ensure the safe movement of passengers to and from the aircraft, and that: a) wherever possible, the aircraft is parked so as to avoid passenger exposure to

hazardous conditions; b) passengers are alerted to hazardous conditions; c) guidance, and where necessary, an escort is provided to ensure a safe route

to and from the aircraft; d) smoking restrictions are enforced; e) “Walkman” or similar entertainment system headsets are not to be worn while

walking to or from the aircraft; and f) passengers are not permitted to enter or exit the aircraft while the engine is

running.

5.2 Safety Briefing

Before each flight, all passengers will be given a thorough safety briefing by the PIC. Individual briefings may be necessary for passengers who are visually or hearing impaired, mobility or comprehension restricted person, a person responsible for another person (i.e. infant, injured person, etc.). Before each take-off and landing, the PIC shall visually check that all passengers are seated and secured. Only able bodied persons who are able to operate emergency exits shall be seated next to them.

NOTE: If it is not practical to conduct in-air briefings due to engine noise etc., these briefings may be given on the surface before engine start. Whenever possible all briefings will be given before engine start.

Items to be covered in the briefings shall include: a) Prior to Take-Off

i) carry-on baggage restriction; ii) seat belt requirements and general use including fastening, unfastening, and tightening and an advisability of using the seat belts throughout the flight; iii) when seat backs must be secured in the upright positions; iv) the location of emergency exits, and for passengers seated next to an exit, how that exit operates; v) the location, purpose of, and advisability of reading the safety features card;



vi) that smoking is prohibited; vii) the location of any emergency equipment including the fire extinguisher, ELT, survival equipment, and first aid kit; viii) the use of portable electronic devices; and ix) the requirement to obey crew instructions.

b) After Take-off (if not included in the pre-take-off briefing) i) that smoking is prohibited; and ii) the advisability of using safety-belts or safety harnesses during flight.

c) In-flight because of Turbulence: i) the use of seat belts are required.

d) Pre-Landing i) that seat backs are up-right and seat belts are fastened.

e) Post Landing i) Remaining seated until aeroplane comes to a complete stop; ii) Prior to passenger disembarkment, the safest direction and most hazard-free route for passenger movement away from the aeroplane following disembarkment, and any dangers associated with the aeroplane type such as pitot tube locations, propellers, or engine intakes.

Where no additional passengers have embarked the flight for subsequent take-offs on the same day, the pre-take-off briefing may be omitted provided the PIC has verified that safety belts and harnesses are properly fastened, and seat backs are properly secured.

5.3 Individual Safety Briefing

The following passengers require individual safety briefings. If possible, they should not be seated adjacent to emergency exits: a) passengers with restricted mobility; b) visually impaired; c) comprehension restricted person; d) passengers with hearing impairment; and e) passengers responsible for another person (child/infant).

The individual safety briefing shall include: a) 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

b) additional information applicable to the needs of that person as follows:



i) the most appropriate brace position for that passenger in consideration of his/her condition, injury, stature, and/or seat orientation and pitch; ii) 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) a determination of what assistance the person would require to get to an exit; b) the route to the most appropriate exit; c) the most appropriate time to begin moving to that exit; and d) a determination of the most appropriate manner of assisting the passenger.

For a visually impaired person: a) detailed information of and facilitating a tactile familiarization with the equipment

that he/she may be required to use; b) advising the person where to stow his/her cane if applicable; c) the number of rows of seats between his/her seat and his/her closest exit and

alternate exit; d) an explanation of the features of the exits; and e) if requested, a tactile familiarization of the exit.

For a comprehension restricted person:

While using the safety features card, point out the emergency exits and alternate exits, and any equipment that he/she may be required to use.

For persons with a hearing impairment: a) while using the safety features card, point out the emergency exits and alternate

exits to use, and any other equipment that the person may be required to use; and

b) communicating detailed information by pointing, face-to-face communication permitting speech reading, pen and paper, through an interpreter or through 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: a) seat belt instructions for adult; b) method of holding infant for take-off and landing;



c) instructions pertaining to the use of a child restraint system; and d) recommended brace position.

In the case of any other person: a) instructions pertaining to the use of a child restraint system; b) evacuation responsibilities; and c) for an unaccompanied minor, instructions to pay close attention to the normal

safety briefing and to follow all instructions.

NOTE: a) A passenger that has been provided with an individual safety briefing need not

be re-briefed following a change in crew if the crew member that provided the individual safety briefing has advised a member of the new crew of the contents of that briefing including any information respecting the special needs of that passenger.

b) A passenger may decline an individual safety briefing.

Passenger Preparation for an Emergency Landing/Ditching and Evacuation Procedure

All passengers will be briefed in accordance with Section 8.6 of this manual.

5.4 Passenger Use of Portable Electronic Equipment

Portable Electronic Equipment is not to be used onboard the aircraft without the authorization of the Pilot in Command. Unless otherwise authorized, portable Electronic Equipment must be turned off and stowed appropriately.

5.5 Use of Child Restraint Devices

Child Restraint Devices accepted for onboard use must display the following label(s):

Canadian Manufactured Devices must indicate compliance with either the Canadian Motor Vehicle Safety Standards (CMVSS) 213 or 213.1 and indicate the date of manufacture as being after January 1, 1981.

Seats manufactured to US standards between January 1, 1981, and February 25, 1985, must bear the label: ''This child restraint system conforms to all applicable Federal Motor Vehicle Safety Standards.''

Seats manufactured to U.S. standards on or after February 26, 1985, must bear two labels:



a) ''This child restraint system conforms to all applicable Federal Motor Vehicle Safety Standards''; and

b) ''THIS RESTRAINT IS CERTIFIED FOR USE IN MOTOR VEHICLES AND

AIRCRAFT''.

The following devices are not permitted for use onboard: a) Belly or loop belts; b) vest or harness type devices; and c) Snugglies.

The PIC shall ensure: a) the device is not placed in a location that would obstruct a passenger’s exit or

access to emergency equipment; b) the occupant of the device is properly restrained in the device and the device is

restrained in the passenger seat using the passenger seat safety belt; c) aft facing devices are secured in the passenger seat facing aft and forward

facing devices are secured in the passenger seat facing forward; d) the accompanying adult is briefed that:

i) the occupant of the system should not be removed from the restraint system during preparation for an emergency landing; ii) the occupant of a child restraint system should be braced in accordance with the instructions of the manufacturer of the restraint system, when such instructions are provided; and iii) during an evacuation, the restraint system should remain installed in the passenger seat and only the occupant should be removed from the aircraft.



Flight in Hazardous Conditions

Chapter

6



6.1 Operations in Hazardous Conditions

Flight operations shall not be conducted into known hazardous conditions. Pilots shall familiarize themselves with the available guidance material related to inadvertent flight into hazardous conditions.

6.2 Flight Operations in Rain

An error in vision can occur when flying in rain. The presence of rain on the windscreen, in addition to causing poor visibility, introduces a refraction error. This error is because of two things: firstly, the reduced transparency of the rain-covered windscreen causes the eye to see a horizon below the true one (because of the eye response to the relative brightness of the upper bright part and the lower dark part); and secondly, the shape and pattern of the ripples formed on the windscreen, particularly on sloping ones, which cause objects to appear lower. The error may be present as a result of one or other of the two causes, or of both, in which case it is cumulative and is of the order or about 5° in angle. Therefore, a hilltop or peak ½ NM ahead of an aircraft could appear to be approximately 260 ft lower, (230 ft lower at ½ SM) than it actually is.

Pilots should remember this additional hazard when flying in conditions of low visibility in rain and should maintain sufficient altitude and take other precautions, as necessary, to allow for the presence of this error. Also, pilots should ensure proper terrain clearance during enroute flight and on final approach to landing.

6.3 Thunderstorms

Thunderstorms are capable of containing nearly all weather hazards known to aviation. These include tornadoes, turbulence, squall line, microburst, heavy updrafts and downdrafts, icing, hail, lightning, precipitation static, heavy precipitation, low ceiling and visibility.

There is no useful correlation between the external visual appearance of a thunderstorm and the severity or amount of turbulence or hail within it. The visible thunderstorm cloud is only a portion of a turbulent system of updrafts and downdrafts that often extend far beyond. Severe turbulence may extend up to 20 NM from severe thunderstorms.

Airborne or ground based weather radar will normally reflect areas of precipitation. The frequency and severity of turbulence associated with the areas of high water content generally increases the radar return. No flight path, through an area of strong or very strong radar echoes separated by 40 NM or less, can be considered free of severe turbulence.

Turbulence beneath a thunderstorm should not be underestimated. This is especially true when the relative humidity is low. There may be nothing to see until you enter strong out-flowing winds and severe turbulence.



The probability of lightning strikes occurring to aircraft is greatest when operating at altitudes where temperatures are between -5°C and 5°C. Lightning can strike aircraft flying in clear air in the vicinity of a thunderstorm. Lightning can puncture the skin of an aircraft, damage electronic equipment, cause engine failure and induce permanent error in magnetic compasses.

Above all, never think of a thunderstorm as “light” even though the radar shows echoes of light intensity. Avoiding thunderstorms is the best policy. Remember that vivid and frequent lightning indicates a severe activity in the thunderstorm and that any thunderstorm with tops 35,000 ft or higher is severe.

Whenever possible: a) Don’t land or take off when a thunderstorm is approaching. The sudden wind

shift of the gust front or low level turbulence could result in loss of control; b) Don’t attempt to fly under a thunderstorm even when you can see through to

the other side. Turbulence under the storm is likely to be severe; c) Avoid any area where thunderstorms are covering 5/8 or more of that area; d) Don’t fly into a cloud mass containing embedded thunderstorms without

airborne radar; e) Avoid by at least 20 NM any thunderstorm identified as severe or giving intense

radar returns. This includes the anvil of a large cumulonimbus; and f) Clear the top of a known or suspected severe thunderstorm by at least 1 000 ft

altitude for each 10 KT of wind speed at the cloud top.

If you cannot avoid an area of thunderstorms, consider these points: a) Tighten your seat belt and shoulder harness; secure all loose objects. b) Plan a course that will take you through the storm area in a minimum time and

hold it. c) Avoid the most critical icing areas, by penetrating at an altitude below the

freezing level or above the level of -15°C. d) Check that pitot and carburetor heat is on. Icing can be rapid and may result in

almost instantaneous power failure or airspeed indication loss. e) Set the power settings for turbulence penetration airspeed recommended in

your aircraft manual. f) Turn up cockpit lights to its highest intensity to minimize temporary blindness

from lightning. g) When using the auto-pilot, disengage the altitude hold mode and the speed

hold mode. The automatic altitude and speed controls will increase manoeuvres of the aircraft, thus increasing structural stresses.

h) Tilt the airborne radar antenna up and down occasionally. This may detect hail or a growing thunderstorm cell.



If you enter a thunderstorm: a) Concentrate on your instruments; looking outside increases the danger of

temporary blindness from lightning. b) Don’t change power settings; maintain the settings for turbulence penetration

airspeed. c) Don’t attempt to keep a constant rigid altitude; let the aircraft “ride the waves”.

Manoeuvres in trying to maintain constant altitude increases stress on the aircraft. If altitude cannot be maintained, inform ATC as soon as possible.

d) Don’t turn back once you have entered a thunderstorm. Maintaining heading through the storm will get you out of the storm faster than a turn. In addition, turning manoeuvres increases stress on the aircraft.

If circumstances are such that you must penetrate a thunderstorm, it is better that you fly around the right side of it. The wind circulates counter clockwise and you will get more favourable winds. a) Go straight through a front, not across it, so that you will get through the front

in the least amount of time. b) Hold a reasonably constant heading that will get you through the storm cell in

the shortest possible time. c) Before entering the storm, reduce airspeed to the airplane’s manoeuvring

speed to minimize structural stresses. d) Turn the cockpit lights full bright to help minimize the risk of lightning blindness.

Turn on the pitot heat and check the carburetor heat. Ensure seat belts are tightly fastened. Secure loose objects in the cabin.

e) Try to maintain a constant attitude and power setting. Vertical drafts past the pitot pressure source and clogging by rain cause erratic airspeed readings.

f) Avoid unnecessary manoeuvring to prevent adding manoeuvre loads to those already imposed by turbulence.

g) Determine the freezing level and avoid the icing zone. Avoid dark areas of the cell and those areas of heavy lightning.

h) Do not use the autopilot. It is a constant altitude device and will dive the airplane to compensate for updrafts, causing excessive airspeed, or climb it in a downdraft, creating the risk of stall.



6.4 Low Level Wind Shear

Relatively recent meteorological studies have confirmed the existence of the “burst” phenomena. These are small-scale, intense downdrafts which, on reaching the surface, spread outward from the down flow centre. This causes the presence of both vertical and horizontal wind shear that can be extremely hazardous to all types and categories of aircraft.

Wind shear may create a severe hazard for aircraft within 1 000 ft AGL, particularly during the approach to landing and in the takeoff phases. On takeoff, this aircraft may encounter a headwind (performance increasing) (1) followed by a downdraft (2), and tailwind (3) (both performance decreasing).

Pilots should heed wind shear PIREP as a previous pilot’s encounter with a wind shear may be the only warning. Alternate actions should be considered when a wind shear has been reported.

Characteristics of microbursts include: a) Size - Approximately 1 NM in diameter at 2 000 ft AGL with a horizontal extent

at the surface of approximately 2 to 2 1/2 NM. b) Intensity - Vertical winds as high as 6 000 ft per minute. Horizontal winds giving

as much as 45 KT at the surface (i.e., 90 KT shear). c) Types - Microbursts are normally accompanied by heavy rain in areas where

the air is very humid. However, in drier areas, falling raindrops may have sufficient time and distance to evaporate before reaching the ground. This is known as VIRGA.

d) Duration - The life-cycle of a microburst from the initial downburst to dissipation will seldom be longer than 15 minutes with maximum intensity winds lasting approximately 2 - 4 minutes. Sometimes microbursts are concentrated into a line structure and under these conditions, activity may continue for as long as an hour. Once microburst activity starts, multiple microbursts in the same general area are common and should be expected.

The best defence against wind shear is to avoid it altogether because it could be beyond your or your aircraft’s capabilities. However, should you recognize a wind shear encounter, prompt action is required. In all aircraft, the recovery could require full power and a pitch attitude consistent with the maximum angle of attack for your aircraft. Remember, should you experience a wind shear, warn others, as soon as possible, by sending a PIREP to the ground facility.

Wind shear is the sudden “tearing” or “shearing” effect encountered along the edge of a zone in which there is a violent change in wind speed or direction. Because the wind can change much faster than the airplane mass can be accelerated or decelerated, severe winds shear can impose penalties on the airplane’s performance that are beyond its capabilities to compensate. This is especially true during the take-off and landing phases of flight.



When encountered near the ground, wind shear is more serious and potentially very dangerous. Pilots are to heed PIREPs, as a previous pilot’s encounter may be the only warning of wind shear. Upon receiving such a PIREP, alternate action such as delaying a departure or arrival until the phenomena has passed is imperative.

Should one encounter wind shear, prompt action is required. The recovery may require full power and pitch attitude consistent with the maximum angle of attack. It is also important to warn others of the wind shear as soon as possible.

6.5 Wake Turbulence

Wake Turbulence is caused by wing tip vortices and is a by-product of lift. The higher air pressure under the wings tries to move to the lower air pressure on top of the wings by flowing towards the wing tips where it rotates and flows into the lower pressure on top of the wings. This results in a twisting rotary motion which is very pronounced at the wing tips and continues to spill over the top in a downward spiral. Therefore, the wake consists of two counter-rotating cylindrical vortices.

Vortex Strength

The strength of these vortices is governed by the shape of the wings, the weight and the speed of the aircraft; the most significant factor being weight. The greatest vortex strength occurs under conditions of heavy weight, clean configuration and slow speed. Strength of the vortex shows little dissipation at altitude within 2 minutes of the time of initial formation. Beyond 2 minutes, varying degrees of dissipation occur along the vortex path; first in one vortex and then the other. The break-up of vortices is affected by atmospheric turbulence; the greater the turbulence, the more rapid the dissipation of the vortices.

Induced Roll

Aircraft flying directly into the core of a vortex will tend to roll with the vortex. The capability of counteracting the roll depends on the wing span and control responsiveness of the aircraft. When the wing span and ailerons of a larger aircraft extend beyond the vortex, counter-roll control is usually effective and the effect of the induced roll can be minimized. Pilots of short wing span aircraft must be especially alert to vortex situations even though their aircraft are of the high performance type.

Helicopter Vortices

In the case of a helicopter, similar vortices are created by the rotor blades. However, the problems created are potentially greater than those caused by a fixed wing aircraft because the helicopter’s lower operating speeds produce more concentrated wakes than fixed wing aircraft and the size of the aircraft is not a factor on the intensity of the vortex. Departing or landing helicopters produce a pair of high velocity trailing vortices similar to wing tip vortices of large fixed wing aircraft. Pilots of small aircraft should use caution when operating or crossing behind landing or departing helicopters.



Vortex Avoidance

Avoid the area below and behind other aircraft, especially at low altitude where even a momentary wake turbulence encounter could be disastrous.

Vortex Characteristics

Trailing vortices have characteristics which, when known, will help a pilot visualize the wake location and thereby take avoidance precautions. Vortex generation starts with rotation and will be severe in that airspace immediately following the point of rotation. Vortex generation ends when the nose wheel of a landing aircraft touches down.

Because of ground effect and wind, a vortex produced within about 200 feet AGL tends to be subject to lateral drift movements and may return to where it started. Below 100 feet AGL, the vortices tend to separate laterally and break up more rapidly than vortex systems at higher altitude. The vortex sink rate and levelling off process result in little operational effect between an aircraft in level flight and other aircraft separated by 1000 feel vertically. Pilots should fly at or above a heavy jet’s flight path, altering course as necessary to avoid the area behind and below the generating aircraft. Vortices start to descend immediately after formation and descend at a rate of 400 to 500 feet per minute for large heavy aircraft and at a lesser rate for smaller aircraft, but in all cases, descending less than 1000 feet in total in 2 minutes.

Vortices spread out at a speed of about 5 KT. Therefore, a crosswind will decrease lateral movement of the upwind vortex and increase the movement of the downwind vortex. Thus, a light wind of 3 to 7 KT could result in the upwind vortex remaining in the touchdown zone for a period of time or hasten the drift of the downwind vortex toward another runway. Similarly, a tail wind condition can move the vortices of the preceding landing aircraft forward into the touchdown zone.

Since vortex cores can produce a roll rate of 80 degrees per second or twice the capabilities of some light aircraft and a downdraft of 1500 feet per minute which exceeds the rate of climb of many aircraft, the following precautions are recommended.

Pilots should be particularly alert in calm or light wind conditions where the vortices could: a) Remain in the touchdown area; b) Drift from aircraft operating on a nearby runway; c) Sink into takeoff or landing path from a crossing runway; d) Sink into the traffic pattern from other runway operations; e) Sink into the flight path of VFR flights at 500 feet AGL or below.



Considerations

On the ground: a) Before requesting clearance to cross a live runway, wait a few minutes when a

large aircraft has just taken off or landed. b) When holding near a runway, expect wake turbulence.

Take-off: a) When cleared to takeoff following the departure of a large aircraft, plan to

become airborne prior to the point of rotation of the preceding aircraft and stay above the departure path or request a turn to avoid the departure path.

b) When cleared to takeoff following the landing of a large aircraft, plan to become airborne after the point of touchdown of the landing aircraft.

Enroute VFR

Avoid flight below and behind a large aircraft. If a large aircraft is observed along the same track (meeting or overtaking), adjust position laterally preferably upwind.

Landing: a) When cleared to land behind a departing aircraft, plan to touchdown prior to

reaching the rotation point of the departing aircraft. b) When behind a large aircraft landing on the same runway, stay at or above the

preceding aircraft’s final approach flight path, note the touchdown point and land beyond this touchdown point if it is safe to do so.

c) When cleared to land behind a large aircraft on a low approach or on a missed approach on the same runway, beware of vortices that could exist between the other aircraft’s flight path and the runway surface.

d) When landing after a large aircraft on a parallel runway closer than 2500 feet, beware of possible drifting of the vortex on to your runway. Stay at or above the large aircraft’s final approach flight path, note his touchdown point and land beyond if it is safe to do so.

e) When landing after a large aircraft has departed from a crossing runway, note the rotation point. If it is past the intersection, continue the approach and land before the intersection. If the large aircraft rotates prior to the intersection, avoid flight below the large aircraft’s flight path. Abandon the approach unless a landing is assured well before reaching the intersection.

ATC will use the words “CAUTION – WAKE TURBULENCE” to alert pilots to the possibility of wake turbulence. It is the pilots’ responsibility to adjust their operations and flight path to avoid wake turbulence.

Air traffic controllers apply separation minima between aircraft.

An aircraft conducting an IFR final approach should remain on glide path as the normally supplied separation should provide an adequate wake turbulence buffer.



However, arriving VFR aircraft, while aiming to land beyond the touchdown point of a preceding heavy aircraft, should be careful to remain above its flight path. If extending flight path, so as to increase the distance behind an arriving aircraft, one should avoid the tendency to develop a dragged in final approach. Pilots should remember to apply whatever power is required to maintain altitude until reaching a normal descent path. The largest number of dangerous encounters have been reported in the last half mile of the final approach.

Be alert to adjacent large aircraft operations particularly upwind of your runway. If an intersection takeoff clearance is received or parallel and cross runway operations are in progress, avoid subsequent heading which will result.

6.6 Icing

Dangerous icing can occur in cloud, freezing rain or freezing drizzle. The cloud in which icing most frequently occurs in winter is stratocumulus, but the heaviest deposits are encountered in cumulus and cumulonimbus. Ice can collect on the wings, control surfaces, propeller, windscreens, radio antennas, pitot and static sources, carburetors and air intakes. The first structures to accumulate ice are any surfaces with thick leading edges such as antennas, propeller blades, horizontal stabilizers, rudder and landing gear struts. Normally, the wings are the last structural component to collect ice.

Icing of the propeller can usually be recognized by a slow decrease in power and eventually a rough running engine. If ice is building up on the propeller it is almost certain that ice is building up on the wings, tail surfaces, etc.

The weight of the accumulated ice is less serious than the disruption of the airflow around the wings and tail surfaces. The ice changes the airfoil cross section and destroys lift, increases drag and raises stalling speed. Thrust will be degraded due to the ice on the propeller blade and the pilot may find he has to use full power and a high angle of attack just to maintain altitude. With this high angle of attack, ice may form on the underside of the wing, adding to the weight and drag. Landing and the approach to landing can be particularly hazardous. Pilots should use more power and speed than usual when landing in an ice-laden airplane. If ice has built up on pitot and static sources, the altimeter, airspeed indicator and vertical speed indicator may cease operating.

When icing is encountered in flight, there is only one way of avoiding its hazards – get out of the ice-forming layer as quickly as possible. This may be accomplished by executing a 180 degree turn or climbing or descending out of the icing layer. If the ice accumulation has become serious it may become necessary to do a precautionary landing.



6.7 Turbulence

Turbulence is one of the most unpredictable of all weather phenomena that are of significance to pilots. It may be as insignificant as a few bumps or severe enough to momentarily throw and airplane out of control or cause structural damage. Turbulence can be classified as light, moderate, severe and extreme. Light turbulence momentarily causes slight changes in altitude and/or attitude or a slight bumpiness. Occupants of the aircraft may feel a slight strain against their seatbelts. Moderate turbulence is similar to light turbulence but somewhat more intense. There is no loss of the airplane; occupants will feel a definite strain against their seatbelts and unsecured objects will be dislodged. Severe turbulence causes large and abrupt changes in altitude and/or attitude and usually, large variations in indicated airspeed. The airplane may be momentarily out of control; occupants will be forced violently against their seatbelts. In extreme turbulence, the airplane is tossed violently about and is impossible to control. Extreme turbulence may cause structural damage.

6.8 White-Out Conditions

White Out conditions occur over an unbroken snow cover and beneath a uniformly overcast sky. Though visibility may not be markedly diminished, depth perception and distance judgement are lost due to loss of horizon and gradient. Where there is blowing snow for a height of three or four feet above the surface, another kind of white out similar to ground fog is produced. In this case, visibility is drastically reduced. Continued flight into white-out conditions is possible and safe only if the pilot recognizes the phenomenon and changes from visual to instrument flight.

Whiteout (also called milky weather) is defined in the Glossary of Meteorology (published by the American Meteorological Society) as: “An atmospheric optical phenomenon of the polar regions in which the observer appears to be engulfed in a uniformly white glow. Neither shadows, horizon, nor clouds are discernible; sense of depth and orientation is lost; only very dark, nearby objects can be seen. Whiteout occurs over an unbroken snow cover and beneath a uniformly overcast sky, when with the aid of the snowblink effect; the light from the sky is about equal to that from the snow surface. Blowing snow may be an additional cause.”

Light carries depth perception messages to the brain in the form of colour, glare, shadows, and so on. These elements have one thing in common, namely, they are all modified by the direction of the light and changes in light intensity. For example, when shadows occur on one side of objects, we subconsciously become aware that the light is coming from the other. Thus, nature provides many visual clues to assist us in discerning objects and judging distances. What happens if these clues are removed? Let’s suppose that these objects on the ground and the ground itself are all white. Add to that, a diffused light source through an overcast layer which is reflected back in all directions by the white surface so that shadows disappear. The terrain is now virtually devoid of visual clues and the eye no longer discerns the surface or terrain features.

Since the light is so diffused, it is likely that the sky and terrain will blend imperceptibly into each other, obliterating the horizon. The real hazard in whiteout is the pilot not



suspecting the phenomenon because he/she is in clear air. In numerous whiteout accidents, pilots have flown into snow-covered surfaces unaware that they have been descending and confident that they could “see” the ground.

Consequently, whenever a pilot encounters the whiteout conditions described above, or even a suspicion of them, the pilot should immediately climb if at low level, or level off and turn towards an area where sharp terrain features exist. The flight should not proceed unless the pilot is prepared and competent to traverse the whiteout area on instruments.

In addition, the following phenomena are known to cause whiteout and should be avoided if at all possible: a) Water-fog whiteout resulting from thin clouds of super-cooled water droplets in

contact with the cold snow surface. Depending on the size and distribution of the water droplets, visibility may be minimal or nil in such conditions.

b) Blowing snow whiteout resulting from fine snow being plucked from the surface by winds of 20 KT or more. Sunlight is reflected and diffused resulting in a nil visibility whiteout condition.

c) Precipitation whiteout resulting from small wind-driven snow crystals falling from low clouds above which the sun is shining. Light reflection complicated by spectral reflection from the snow flakes and obscuration of land marks by falling snow can reduce visibility and depth perception to nil in such conditions.

If at all possible, pilots should avoid such conditions unless they have the suitable instruments in the aircraft and are sufficiently experienced to use a low-speed and minima rate of descent technique to land the aircraft safely.



Crew Qualifications and Duty Times

Chapter

7



7.1 Crew Qualifications and Competency Checks

Owen Sound Flight Services Inc. shall designate for each flight a PIC who is qualified to act as PIC on the aircraft type. A minimum crew of at least one pilot is required for each flight.

7.2 Licences

It is the responsibility of the Operations Manager and each pilot to ensure that all required licences, certificates and ratings are in force before flying company aircraft. Any suspected or known medical condition that might invalidate a licence is to be brought to the attention of the Chief Pilot immediately.

Each pilot shall hold a valid Canadian Commercial Pilot Licence (aeroplane) or a valid Canadian Airline Transport Pilot Licence (aeroplane). Each pilot must have a valid medical certificate and hold a valid radiotelephone operator’s restricted certificate (aeronautical). Each pilot shall be trained in accordance with Chapter 9 of this manual.

7.3 Pilot Proficiency and Competency Checks

Pilots operating as PIC on multi-engine aeroplanes under Day VFR require an annual Pilot Proficiency check. Fifteen hours of PIC time must be logged on the same type of aeroplane prior to being designated as PIC for the flight. One hour may be deducted from the fifteen hours for each takeoff and landing completed, up to a maximum of 50%.

Pilots operating as PIC (except chief pilots) of single-engine aeroplanes under Day VFR require an annual competency check.

Competency checks shall be conducted by the Chief Pilot or his delegate. The validity period of a competency check and the annual training referred to in Chapter 9 expires on the first day of the thirteenth month following the month in which the competency check or training was completed. Where a competency check or annual training is renewed within the last 90 days of its validity period, its validity period is extended by 12 months.

Pilot Proficiency and Competency Checks shall be in addition to the annual training requirements.


7-3 Amendment: 5 Date: Sept 1, 2010

7.4 Currency

Except for training, positioning and ferry flights a pilot must have completed: a) 3 take-offs and landings on type in the previous 90 days; b) if carrying passengers, 5 night or day take-offs and 5 night or day landings; and c) if carrying passengers, have at least 5 hours flight time as PIC on type.

NOTE: The flight times in (c) above may be reduced by one hour for each take-off and landing completed, up to a maximum of 50%.

7.5 Flight and Duty Time Limitations

7.5.1 Tracking of Duty Time and Flight Time

Pilots will enter their actual Duty Times, Flight Times and Days off into an Excel Spreadsheet for tracking purposes (see Chapter 10 for a sample of the spreadsheet). If the pilot is not able to do so, they must submit the information to the Operations Manager before their next flight.

Company pilots will inform the Operations Manager of their daily flying times, and length of, and reasons for duty time extensions.

7.5.1a Tracking of Takeoffs and Landings

In addition to the previous section, pilots must enter the number of takeoffs and landings that they performed throughout the day regardless of which seat they occupied. A minimum of 3 takeoffs and landings from the left seat must be conducted annually. This can be done during the PCC.

7.5.2 Flight Time Limitations

The company shall not assign a flight crew member for flight time, and no flight crew member shall accept such an assignment, if the flight crew member’s total flight time will exceed: a) 1,200 hours in any 365 consecutive days; b) 300 hours in any 90 consecutive days; c) 120 hours in any 30 consecutive days; and d) 60 hours in any 7 consecutive days.



7.5.3 Flight Duty Time Limitations

The company shall not assign a flight crew member for flight duty time, and no flight crew member shall accept such assignment, if the flight crew member’s flight duty time will, as a result, exceed 14 consecutive hours in any 24 consecutive hours.

Flight and duty times may be extended where: a) the flight is extended as a result of unforeseen operational circumstances; and b) the PIC considers it safe to do so.

Flight and duty times may be extended, for unforeseen operational circumstances, by up to 3 consecutive hours provided that: a) the subsequent minimum rest period shall be increased by an amount at least

equal to the extension of the flight duty time; b) the PIC shall notify the air operator, of the length of and reason for the

extension, as per form in Chapter 10. c) the air operator shall retain the notifications for a period of 5 years; and d) the air operator shall notify the Minister 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.

7.5.4 Minimum Rest Period

Minimum Rest is a minimum period of rest time providing the pilot an opportunity to obtain not less than 8 consecutive hours of sleep in suitable accommodation, time for meals and personal hygiene, and time to travel to and from the rest facility.

Flight crew members shall use rest periods to obtain the necessary rest to be adequately rested prior to reporting for flight duty.

7.5.5 Time Free From Duty

The company shall provide each flight crew member with the following time free from duty: a) One period of at least 24 consecutive hours free from duty as follows:

i) 3 times within each 30 consecutive days; and ii) 13 times within each 90 consecutive days

b) Where the flight crew member is a flight crew member on call, one period of at least 36 consecutive hours within each 7 consecutive days or one period of at least 3 consecutive calendar days within each 17 consecutive days.

c) The company shall notify a flight crew member on call of the commencement and duration of the flight crew member’s time free from duty.



7.5.6 Flight Crew Members on Reserve

Pilots on reserve will be provided with an opportunity to obtain at least 8 consecutive hours sleep in any 24 consecutive hours by one of the following methods: a) the company shall provide the pilot with 24 hours notice of the time of

commencement and duration of the rest period. The designated rest period cannot shift more than 3 hours earlier or later than the preceding rest period, nor more than a total of 8 hours in any 7 consecutive days;

b) the pilot shall be given a minimum of 10 hours notice of the assignment and shall not be assigned any duty for these 10 hours; or

c) the company shall not assign the pilot to flight duty time and shall not interrupt the pilot's rest period between 22:00 and 06:00 local time.

Where Owen Sound Flight Services Inc. is unable to provide a pilot with a rest period as above and the pilot is notified to report for flight duty or the reporting time occurs between 22:00 and 06:00 local time: a) the maximum flight duty time shall be 10 consecutive hours; and b) the subsequent minimum rest period shall be increased by at least one-half the

length of the preceding flight duty time.



Emergency Procedures and Equipment

Chapter

8



8.1 Accident / Incident Reporting

All accidents/incidents shall be reported to the Operations Manager or his delegate. The Operations Manager will report all accidents or incidents to the Transportation Safety Board by the quickest means possible.

When in doubt as to the requirement to report an occurrence, the Operations Manager or his delegate will contact the Transportation Safety Board for clarification. Appropriate guidance material should be consulted regarding the reporting of civil aviation occurrences. Reporting an Aviation Occurrence can be found in the General section of the Aeronautical Information Manual (AIM).

8.2 Aircraft Accident / Incident / Overdue Emergency Checklists and Instructions

These Instructions and Checklists shall be used at all Company bases of operation and shall be posted in clear view near a telephone. 1. REPORT EMERGENCIES IMMEDIATELY AS PER THE APPROPRIATE

CHECKLIST. 2. IF ALL INFORMATION IS NOT AVAILABLE DO NOT DELAY REPORTING

WHILE INFORMATION IS BEING GATHERED. 3. UNLESS ABSOLUTE KNOWLEDGE TO THE CONTRARY EXISTS,

ASSUME ALL PERSONS ON BOARD. a) HAVE SURVIVED b) ARE INJURED

4. REPORT BY THE FASTEST MEANS AVAILABLE. 5. IF AT ALL POSSIBLE, REPORT BY THE MOST PRIVATE MEANS. Think of

the consequences to the victims and their families. If you have to 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.)

6. DO NOT MAKE STATEMENTS TO THE MEDIA. Once again consider the victims and their families. Media inquiries shall be directed to the Operations Manager.

7. REMEMBER: a) Keep calm - panic or undue haste can cost lives. b) Act in a responsible, professional manner.

8. KEEP COMMUNICATIONS LINES CLEAR FOR EMERGENCY PURPOSES ONLY.

9. KEEP NOTES ON ALL COMMUNICATIONS, OBSERVATIONS AND ACTIONS.



8.2.1 Contact Numbers – Owen Sound Base

Police 911 Hospital 911 Ambulance 911 Fire Hall 911 Rescue Co-ordination Centre 1-800-267-7270 Transportation Safety Board 1-905-771-7676 or 1-866-992-7433 Nearest Flight Service Stations 1-866-992-7433 Operations Manager 1-519-270-1659 Owen Sound Airport Manager 1-519-371-6936 President 1-519-270-1659

8.3 Procedures for Reporting Overdue Aircraft

Any person who assumes responsibilities with respect to an aircraft and who has reason to believe that the aircraft is overdue, or any other person who has been directed by that person to do so, shall immediately, by the quickest means available, a) notify an air traffic control unit, a flight service station, a community aerodrome

radio station or a Rescue Co-ordination Centre; and b) provide, to the best of the person's knowledge, all of the available information

concerning the overdue aircraft that may be requested by the air traffic control unit, the flight service station, the community aerodrome radio station or the Rescue Co-ordination Centre.

30 MINUTES AFTER ETA

The Duty Person shall:

a) Review the Flight Itinerary;

b) Begin a communications search;

c) Contact Operations Manager or in his absence, the President.



60 MINUTES AFTER ETA

The Operations Manager shall: a) Contact the appropriate air traffic service unit; b) Continue the communications search; and c) Contact the Rescue Co-ordination Centre.

120 MINUTES AFTER ETA The Operations Manager shall: a) Contact pilot and passenger’s next-of-kin.

8.4 Procedures for Reporting an Accident or Incident

An accident or incident on the airport property at Owen Sound Billy Bishop Regional Airport shall be co-ordinated with the Airport Manager who will respond in accordance with the Airport Emergency Response Procedures. A copy of the Airport Emergency Response Procedures shall be available to the Duty Person at all times during flight operations.

The Duty Person shall organize on-site assistance as necessary by contacting the Airport Manager and: a) Ambulance; b) Fire Department; c) Police; and d) Operations Manager

The Operations Manager shall: a) Contact the Transportation Safety Board; b) Contact the Rescue Co-ordination Centre to advise; and c) Contact the appropriate air traffic service unit.

Emergency procedures will be posted in a prominent location at all Company bases of operation.

8.5 Ground Emergency Co-ordination Procedures

Ground Emergency Co-ordination Procedures are summarized in sections 8.1 through 8.4.



8.6 Passenger Preparation for an Emergency Landing

The emergency briefing provided in the event of an emergency, where time and circumstances permit, shall consist of instructions pertaining to: a) safety belts or safety harnesses;

i) lap belts must be fastened snug around the hips. If equipped shoulder harnesses must be used; ii) if carried child 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; and

iii) seats belts must remain fastened until the aircraft comes to a complete stop.

b) seat backs must be secured in the upright and locked position. c) safety features card;

i) advise passengers to review the safety features card and to pay particular attention to exit locations and operation; ii) ensure that passengers seated next to emergency exits are

willing and able to open that exit. If not, request the assistance of an able bodied person;

iii) if possible assign an able bodied person to assist young or special needs passengers; and iv) advise passengers of the safest direction and least hazardous route to move away from the aircraft once outside.

d) brace position (when to assume, how long to remain); i) advise passengers that they will receive two verbal commands: Prior to Landing: The command “Brace”, should be given prior to impact/landing, at which time the passengers will assume and maintain the brace position illustrated on the safety features card until the aircraft has stopped and; After Impact / Landing: If required the command “Evacuate” will be given after the aircraft has stopped and the engine shut down. Passengers should then be instructed to immediately “release seat belts” and “get out” of the aircraft using the nearest useable exit. If an evacuation is not required the command “Remain Seated” will be given. ii) If possible, crew members should retrieve the first aid kit and emergency equipment prior to evacuating the aircraft.



8.7 Evacuation of Passengers during an Emergency

It must be the pilot’s highest priority to evacuate the aircraft when there is any risk of a fire or a risk of injury for any other reason. The following procedure shall be followed in the event that the pilot determines an evacuation is necessary:

1. Call to the passengers in a clear and loud voice “EVACUATE, EVACUATE”,

or “EVACUATE LEFT”, or “EVACUATE RIGHT”. 2. Unlatch the doors on both sides of the aircraft unless there is a reason for

restricting the evacuation to one side. 3. Exit the aircraft first if possible and assist with the evacuation from the

outside. 4. DO NOT allow the passengers to attempt to retrieve luggage or personal

belongings from the baggage area. 5. Keep the passengers together and direct them well clear of the aircraft.

8.8 Survival and Emergency Equipment

All emergency and survival equipment shall be inspected once every 12 months to verify contents. In the event that any survival or emergency equipment is used, the contents will be inspected and replenished prior to the next flight. The Maintenance Manager shall be responsible for the inspection and shall record the inspections in the aircraft journey log.

Survival and Emergency Equipment includes: a) Survival Kit; b) First Aid Kit; c) Fire Extinguisher; and d) Emergency Locator Transmitter.

8.9 Survival Kit Contents

Each aircraft will contain a survival kit which will contain the following: a) Water b) Thermal Blanket c) Matches d) Mirror e) Survival Equipment Manual



8.10 First Aid Kit

Each aircraft shall contain a Type A Kit as set out in Part X, Schedule II of the Aviation Occupational Safety and Health Regulations which requires the following:

Supplies and Equipment Quantity

Antiseptic — wound solution, 60 mL or antiseptic swabs (10 pack) 1 Applicator — disposable (10 pack) (not needed if antiseptic swabs used) 1 Bandage — adhesive strips 25 Bandage — gauze 7.5 cm × 4.5 m 2 Bandage — triangular 100 cm folded and 2 safety pins 2 Container — First Aid Kit 1 Dressing — burn 10 cm × 10 cm 4 Dressing — compress, sterile 7.5 cm × 12 cm approx. 2 Dressing — gauze, sterile 7.5 cm × 7.5 cm approx. 4 Hand cleanser or cleansing towelettes, 1 package 1 Manual — First Aid, current edition 1 Record — First Aid (see below) 1 Scissors — 10 cm 1 Splint set with padding — assorted sizes 1 Tape — Adhesive, surgical 1.2 cm × 4.6 m 1 Tweezers — splinter 1

8.11 ELT Operating Procedures

A serviceable ELT shall be installed in the aircraft during CAR 702 and 703 passenger carrying operations.

Other times, the aircraft may be flown with no serviceable ELT to the first aerodrome where the ELT can be repaired or removed. Upon removal, the operator must send the ELT to a maintenance facility. A placard must be placed on the instrument panel of the aircraft stating clearly that the ELT has been removed and the date of the removal. The aircraft must have a serviceable ELT installed no later than 30 days after date of removal.

ELT’s are to be operated in accordance with the guidance material published in the current emergency section of the Canada Flight Supplement and operating instructions printed on the ELT.



8.12 Unlawful Interference

In the event of unlawful interference, the PIC shall endeavour to notify the appropriate ATS unit of this fact, and convey any significant circumstances surrounding the event in order to allow ATS to give priority to the event and minimize any conflict with other aircraft.

If subject to unlawful interference, the PIC shall endeavour to set the transponder to mode A, Code 7500, to give an indication of the situation unless circumstances warrant the use of Code 7700.

Unless circumstances dictate otherwise, the PIC should attempt to maintain assigned track and altitude until able to notify ATS or until within Radar Coverage.

Flight crew members should make every attempt to transmit warnings to ATS.



Training Program

Chapter

9



9.1 Company Training General

Training Programs are designed to ensure that each person who receives training acquires and maintains the competence to perform his assigned duties.

The Pilot Proficiency Check (PPC) and Pilot Competency Check (PCC) expires on the first day of the thirteenth month following the month the check was completed. Where any PPC or PCC is completed within the last 90 days of its validity, the validity period is extended by 12 months. The Chief Pilot is responsible for the pilot training program. The Operations Manager is responsible for the training program for operational staff other than pilots.

9.2 Training Records

The company will maintain a record of all training for each pilot and other person who requires training as applicable with the following information: a) the person’s name, personnel licence number, type and ratings; b) the person’s medical category and the expiry date; c) the dates on which the person, while in the air operator's employ, successfully

completed any required training, competency check or examination; d) information relating to any failure of the person, while in the air operator's

employ, to successfully complete any required training, competency check or examination;

e) the type of aircraft or flight training equipment used for any required training, competency check; and

f) a copy of the most recent written examination completed by each pilot for each type of aircraft for which the pilot has qualification.

Records will be kept using the form in Chapter 10 of this manual. All training records will be retained for at least 5 years.

9.3 Training General

The syllabus of each training program shall include the programme time allotted and the subject matter to be covered. a) Manuals, if applicable, shall be provided during training to each trainee on the

subject matter to be taught; b) Relevant training aids such as fire extinguishers, aircraft components, static

aircraft, etc. shall be available relevant to the program being presented; and c) Comprehensive examinations shall be used to validate competence of the

trainee.



9.4 Training and Qualifications of Training Personnel

9.4.1 Instructor – Ground Training a) has satisfied the air operator that he has the knowledge and skills required to

conduct the training; and b) if conducting aeroplane type training has successfully completed the ground

school for the type of aeroplane.

9.4.2 Instructor – Flight Training

The Training Pilot shall hold at least a Commercial Pilot Licence valid for the class of aeroplane.

The Training Pilot is responsible for monitoring the operation and identifying problems which may require the provision of extra training or changes in operational procedures. The training pilot is responsible, together with the Chief Pilot, for the establishment and promulgation of the standards and piloting techniques with which flight crew will be expected to comply during flight operations and which the flight crew will be required to demonstrate during initial and recurrent checks. Particular responsibilities are: a) conducting ground, synthetic flight training device and flight training of all flight

crew in accordance with the approved training program; b) supervision of the standards and recommending amendments to their

respective aeroplane operating manuals and standard operating procedures; c) maintaining the air operator's training records; d) liaison with crew scheduling concerning training details; and e) any responsibilities assigned by the Chief Pilot.

9.4.3 Training Program Standards

Ground training programs shall provide a means of evaluating the trainee after completion of the syllabus by completion of examination with a review and correction of any errors. Training examinations should be comprehensive and periodically reviewed and updated.

Type training programs are to be titled as to the type to which they apply and include the number of instructional hours to be provided. They should be performance oriented and stress the operation (normal, emergency and malfunctions) of the aircraft systems and equipment. Instruction related to components and systems that pilots cannot control, influence or operate should be minimized.



9.5 Minimum Training Requirements

9.5.1 Company Indoctrination Training

This training is required upon employment for all persons assigned to an operational control function including base managers, pilots and persons responsible for flight watch or flight following. The program shall ensure that persons involved in control of flight operations are aware of their responsibilities, know company reporting relationships and are competent to fulfill their assigned duties related to flight operations. Company indoctrination training shall include as applicable: a) Canadian Aviation Regulations; b) Air Operator Certificate and Operations Specifications; c) company organization, reporting relationships and communication procedures

including duties and responsibilities of the pilots; d) flight planning and operating procedures; e) fuelling procedures including fuel contamination precautions; f) critical surface contamination and safety awareness program; g) passenger safety briefings and safe movement of passengers to and from the

aeroplane; h) use and status of Company Operations Manual including maintenance release

procedures; i) wind shear, aeroplane icing, and other meteorological training appropriate to

the area of operations; j) navigation procedures and other specialized operations applicable to the

operator; k) accident/incident reporting; l) passenger on board medical emergency; m) handling of disabled passengers; n) carriage of external loads; o) operational control system; and p) weight and balance system procedures.



9.5.2 Technical Ground Training - Initial and Recurrent

This training shall ensure that each flight crew member is knowledgeable with respect to aeroplane systems and all normal, abnormal and emergency procedures. The following subjects shall be included: a) aeroplane systems operation and limitations as contained in the POH and AFM

as appropriate; b) operation of all equipment that is installed in all aeroplanes of the same type

operated by the air operator; c) differences in equipment that is installed in all aeroplanes of the same type in

the air operators fleet; d) applicable standard operating procedures for pilot duties for normal, abnormal

and emergency procedures for the aeroplane; e) aeroplane performance and limitations; and f) weight and balance procedures;

Technical ground training shall be conducted annually.

An aircraft type exam shall be written by each pilot and corrected to 100%.

9.5.3 Emergency Procedures Training for Pilots

This training is required on an annual basis and shall include instruction in the location and operation of all emergency equipment. Training devices approved to simulate flight operating emergency conditions, static aeroplanes, ground demonstrations, classroom lectures, films or other devices may be used for training provided the method used ensures that pilots are adequately trained in the operation or use of all emergency equipment including: a) aeroplane fire in the air and on the ground; b) use of fire extinguishers including practical training; c) operation and use of emergency exits including practical training; d) passenger preparation for an emergency landing or ditching (as applicable)

including practical training; e) emergency evacuation procedures including practical training; f) hijacking, bomb threat and other security procedures; and g) passenger on board medical emergency.


9-6 Amendment: 9 Date: March 31, 2017

9.5.4 Aeroplane Surface Contamination Training

An approved surface contamination initial and recurrent training program is required for all operations personnel to ensure they are aware of the hazards and procedures for ice, frost and snow critical contamination on aircraft. The training program shall include: a) responsibility of PIC and other operations personnel; b) regulations related to operations in icing condition; c) weather conducive to ice, frost and snow contamination; d) inspection before flight and removal of contamination; e) in-flight icing recognition; and f) hazards related to critical surface contamination of ice, frost and snow.

9.5.5 Transportation of Dangerous Goods

This ground training course for initial and recurrent training is required to familiarize all operational personnel with the identification and policies for the transportation of dangerous goods. A detailed breakdown is explained in section 11 of this manual.

9.5.6 Survival Equipment Training

Training for all pilots shall include the following: a) survival concepts; b) contents of survival equipment kit; and c) how to use the survival equipment carried on board as appropriate for the

operation.

9.5.7 Aeroplane Servicing and Ground Handling Training for Pilots a) fuelling procedures:

i) types of fuel, oil and fluids used in the aeroplane; ii) correct fuelling procedures; and iii) procedures for checking fuel, oil and fluids and proper securing of caps.

b) use of tow bars and maximum nose wheel deflection when towing; c) seasonal use of the parking brake; d) installation of protective covers on the aeroplane; and e) procedures for operating in cold weather such as:

i) moving the aeroplane out of a warm hangar when precipitation is present; ii)



procedures for applying de-icing and anti-icing fluids for the aeroplane type including critical flight controls post application inspections; and iii) engine and cabin pre-heating procedures, including proper use of related equipment.

9.5.8 Aeroplane Flight Training Program

Flight training time shall be "flight time", and no single flight shall exceed 2.0 hours.

Any simulated failures of aeroplane systems shall only take place under operating conditions which do not jeopardize safety of flight. Only flight crew essential to the training shall be carried on board during a training flight. a) Procedures for normal, abnormal and emergency operation of the aeroplane

systems and components including: i) use of aeroplane checklists including interior and exterior pre- flight checks; ii) SOP’s, Emergency SOP’s and Crew-Coordination iii) manoeuvring of the aeroplane on the ground; iv) normal take-off, visual circuit, approach and landing; v) simulated aeroplane and cargo fire on the ground and while airborne; x) simulated engine fire during start and in fight and failure; xi) simulated engine failure after take-off, during cruise, overshoot and

landing xii) simulated hydraulic failure vi) briefings on effects of airframe and engine icing and anti-ice operation; vii) simulated system failures; viii) simulated flight control failures and abnormalities; ix) simulated failure of navigation and communication equipment; xiii) briefing on recovery from turbulence and wind shear on take- off and approach; x) approach to the stall and recovery procedure simulating ground contact imminent and ground contact not a factor (clean, take-off and landing configuration); xiv) steep turns (45º of bank); xv) use of auto pilot xii) aeroplane performance for climb, cruise, holding, descent and landing; xvi) normal and performance limited take-offs; xv) crosswind take-off and landing, and briefing on contaminated runway take-off and landing; xvi) take-off and landing data calculations; xvii) simulated rejected take-off procedures (at or below Vr) and rejected landings; xvii) briefing on crew and passenger evacuation procedures; and xviii) other specialized aeroplane equipment (where applicable). xix) pilot incapacitation xx) integration of EFB as prescribed in 9.5.11



9.5.9 Airborne Icing Training

Approved initial and recurrent training programs for all flight crew shall include airborne icing training to ensure a full awareness of the hazards caused by airborne icing conditions and the operating procedures necessary to avoid and exit hazardous icing conditions. The training program shall include: a) the basis for aeroplane certification for flight into known icing conditions; b) airborne icing definitions and terminology; c) aerodynamic effects of airborne icing; d) airborne icing weather patterns, including both classical and non-classical

mechanisms for freezing precipitation; e) flight planning and in flight icing information; f) information specific to aircraft fleet concerning operation de- and anti-ice

equipment, and operational procedures; and g) company directives concerning operations in airborne icing contained in COMs,

SOPs, and other company documents.

9.5.10 Aerial Work Training

Pilot training shall be provided where the aerial work requires particular flight manoeuvres, aircraft performance considerations or knowledge of equipment to safely conduct the operation.

Training shall include, as applicable: a) training related to contents and requirements of flight manual supplements or

airworthiness approvals; b) pre-flight inspection requirements of aerial work equipment; c) procedures for handling malfunctions and emergencies related to the aerial

work equipment; d) operational preparation procedures related to reconnaissance of aerial work

areas before low level flight operations; e) operational restrictions; and f) flight training and practice in required flight manoeuvres.

9.5.11 Electronic Flight Bag Training

EFB Training will be focused on interface between pilots and ForeFlight software on Ipads. Foreflight has many features to help in all aspects of flight planning. Nearly all of the functions available are described in ForeFlight’s training videos at



foreflight.com/support/training/ Crew shall review these two 40m videos prior to attending in-person training. Training shall include, as applicable:

• User Interface o “Packing” documents for flight & how to verify chart & publication versions o Note-Taking with ScratchPads o Purpose/functionality of each main tab o Recent updates, expected future updates

• Flight Planning o Planning a route including ETD, altitude, fuel o Getting weather (Metar/TAF/GFA/Upper Winds) o Notams o Nav-Log, Edit, Profile view o Weight and Balance o Moving flight plans to/from web or between IPads o OSFS Procedures

• Navigating in-flight o De-cluttering unnecessary user interface elements in map view o Map layers (eg. Aeronautical, VNC, Radar, Visibility…), including manually

changing between charts. For example switching between VNC/VTA. o Short notice route modifications.

• Electronic flight plan filing with FSS • Human Factors • ForeFlight troubleshooting • Taking Screenshots

o For Nav-Log, Weather and NOTAMs cover pinching to zoom in on the print preview and then taking a screenshot.

• Minimum OFP/SPOFP items (found in quick-reference package) • Managing screenshots in Photos app (Albums if order needs changing) • Creating and Emailing a PDF with IBooks • Filing OFP to [email protected] account and Duty Person.

o Revising the OFP o Arrival and etd reports, pilot and Duty person communication procedures

• Accessories (Cases, power-banks) • Charging and care • Switching tasks, closing programs • Hardware/Software troubleshooting

mailto:[email protected]



9.6 Minimum Ground and Flight Training Times

Course Name Min Training Times Initial Annual

Company Indoctrination 4.0 hrs - Technical Ground Training – Cessna 172 5.5 hrs 2.5 hrs Emergency Procedures Training – Cessna 172 2.0 hrs 1.0 hr Aeroplane Surface Contamination Training 4.0 hrs 1.0 hr Transportation Of Dangerous Goods 1.0 hr 1.0 hr Survival Equipment Training 1.0 hr 1.0 hr Aeroplane Servicing And Ground Handling Training – Cessna 172 1.0 hr 1.0 hr

Airborne Icing Training 1.0 hr 1.0 hr Aerial Work 2.0 hrs 1.0 hr Electronic Flight Bag 3.0 hrs 1.0 hr Aeroplane Flight Training – Cessna 172 3.0 hrs 1.0 hr

9.7 Training Record Tracking

The Chief Pilot will maintain a current Microsoft Excel program that tracks the validity of all training records for each company pilot. See Section 10.11 of this manual.



Company Forms

Chapter

10



10.1 Operational Flight Plan – Paper Format



10.1a Operational Flight Plan – Digital Format


10-4 Amendment: 6 Date: May 14, 2011

10.2 Special Purpose Operational Flight Plan – Cessna 172 – Paper Format



10.2a Special Purpose Operational Flight Plan – Cessna 172 – Digital Format



10.3 Special Purpose Operational Flight Plan – Reserved

Reserved



10.4 Weight and Balance – Cessna 172 – Paper Format



10.4a Weight and Balance – Cessna 172 – Digital Format



10.5 Weight and Balance – Reserved

Reserved



10.6 Extension to Maximum Flight Duty Time

EXTENSION TO MAXIMUM FLIGHT DUTY TIME

DUE TO UNFORESEEABLE OPERATIONAL CIRCUMSTANCES

AIRCRAFT TYPE:

DATE:

PILOT:

PLANNED REPORT TIME: PLANNED FINISH TIME:

PLANNED FLIGHT DUTY TIME:

ACTUAL REPORT TIME: ACTUAL FINISH TIME:

ACTUAL FLIGHT DUTY TIME:

DESCRIPTION OF EVENTS:

PIC’S SIGNATURE DATE

AIR OPERATORS COMMENTS:

OPERATIONS MANAGER DATE

TRANSPORT CANADA COMMENTS:

DATE: AIR OPERATOR FILE #:



10.7 Flight and Duty Time Record



10.8 Ground Training Record

Ground Training Record

Pilot Information Name: License #:

Date Subject Time Instructor Signature Total

I hereby certify that the ground training has been complete for the above named pilot:

__________________________________________

Name __________________________________________ ___________________________ Signature Date



10.9 Initial and Recurrent Pilot Training – Single-Engine

Initial and Recurrent Pilot Training

Pilot Information Name: License #: Medical valid to: PCC valid to: Exercise Initials Exercise Initials Aircraft familiarization Steep turns Aircraft speeds (Va, Vx, Vy) Stall (clean) Weather Stall (full flap) Notams VOR tracking Flight planning ADF tracking Weight and balance GPS tracking (if available) Aircraft pre-flight check Aircraft evacuation Passenger safety briefing Engine fire – ground Use of checklist Engine fire – air Normal T/O Engine failure – cruise Short field T/O Engine failure – circuit Crosswind T/O Engine failure – T/O Departure procedure Electrical malfunction Normal landing Cabin fire Short field landing Precautionary landing Crosswind landing Diversion Overshoot (full flap) Date Type Reg Flt Time Instructor I hereby certify that flight training for the above named pilot has been completed in accordance with the Operations Manual for Owen Sound Flight Services Inc. The pilot is considered competent in his/her duties and qualified to undergo a PCC flight. _______________________________________ Name _______________________________________ ______________________________ Signature Date



10.10 Initial and Recurrent Pilot Training –Multi-Engine



10.11 Pilot Competency Check

Pilot DateLicence # Medical Valid To

Aircraft Type Registration Air TimeFlight Time

s = satisfactory u = unsatisfactoryPre-Flight

Aircraft familiarizationWx briefingFlight planningAircraft pre-flight checkPassenger safety briefingUse of checklist

Take-OffNormalX-Wind (if available)Departure

AirworkSteep turnsStall (Clean)Stall (Full Flap)VOR tracking (if available)GPS tracking (if available)

Approach and LandingNormal landingShort field landingX-Wind (if available)Overshoot (full flap)

Emergencies (3 of the following)Engine fire - groundEngine fire - airEngine failure - cruiseEngine failure - circuitElectrical malfunctionCabin firePrecautionary landingDiversion

Comments

Check Pilot Name Licence #

Signature

PILOT COMPETENCY CHECK


10-17 Amendment: 3 Date: Nov 1, 2009

10.12 Charter Training Record Tracking

Operations Manual Bulletins



Transportation of Dangerous Goods

Chapter

11




11.1 General

OSFS does not transport Dangerous Goods as Cargo or Mail, however OSFS does transport some Dangerous Goods as Passenger/Crew Baggage. As such we are subject to Aeronautical Circular AC 700-001 Issue 03 and we have created a Dangerous Goods Awareness program for company staff.

OSFS Dangerous Goods Training Program incorporates compliance with, and training for all relevant information contained within the Transportation of Dangerous Goods Regulations – Chapter 6 and Chapter 12 as well as the ICAO Technical Instructions – Part 1 – Chapter 4 (Training) and Part 8 (Provisions for Dangerous Goods Carried by Passengers or Crew).

11.2 Training Commensurate with Responsibilities

ICAO Technical Instructions – Part 1 – Chapter 4 – Categories of Staff; outlines the content of our training program that applies to our pilots, dispatchers and ground handlers as applicable. The aim of this training program is to custom tailor the information surrounding Dangerous Goods to be best representative of the job titles and tasks held by our staff, and their interaction with Dangerous Goods.

Below is an excerpt from the ICAO TI outlining the required content of our training program for Dangerous Goods as it applies to our operation and an excerpt from the internal training power point slideshow outlining the same.




11.3 Training Program - General OSFS has created a comprehensive revision to our previously approved training program through means of a revised power point presentation called “Dangerous Goods – 2017 Revision”, which meets the requirements of Part 6 of the TDG Regulations and Chapter 4 of the ICAO Technical Instructions and outlines policies and procedures to:

(a) identify and reject declared and undeclared dangerous goods, including COMAT classified as dangerous goods;

(b) report any occasions when undeclared dangerous goods are discovered in cargo or mail, and report any dangerous goods accidents or incidents; and

(c) identify dangerous goods permitted in passenger/crew baggage.

11.4 Adequate Training – ICAO TI – Chapter 4 OSFS training program complies with all relevant sections of ICAO TI – Chapter 4, as they pertain to the duties and responsibilities commensurate with our operations. These items include as applicable:

• a) general familiarization training — which must be aimed at providing familiarity with the general provisions; • b) function-specific training — which must provide detailed training in the requirements applicable to the function for which that person is responsible; and • c) safety training — which must cover the hazards presented by dangerous goods, safe handling and emergency response procedures.




11.5 Policies and Procedures

a) OSFS does not transport dangerous goods as cargo or mail

b) OSFS is certified to transport some dangerous goods in passenger and crew baggage as outlined in our training program “Dangerous Goods – 2017 Revision” power point presentation.

c) A summary outline of approved and not approved dangerous goods is found on Slide 53, and in more detail through slides 38-47. A re-creation of Slide 53 is attached below:

d) The following UN Numbers are approved by OSFS for transport of Dangerous Goods as carried by passenger or crew baggage:

UN - 0012, 0014, 1057, 1950, 3065, 1944, 1845, 2809, 3480 and 3481

e) Determination of Dangerous Goods must be made by OSFS Staff through one of the following means:

Method 1: Schedule 1 searchable database

http://wwwapps.tc.gc.ca/Saf-Sec-Sur/3/sched-ann/schedule1form.aspx

Method 2: Schedule 3 alphabetical list

http://wwwapps.tc.gc.ca/Saf-Sec-Sur/3/sched-ann/schedule1form.aspx




http://wwwapps.tc.gc.ca/Saf-Sec-Sur/3/sched-ann/schedule3.aspx

Reference 1 – TDG Regulations – Part 12 – Air Transport

https://www.tc.gc.ca/eng/tdg/clear-part12-466.htm

Reference 2 –ICAO Technical Instructions Chapter 8 – Provisions for Dangerous Goods Carried by Passengers or Crew

See Internal Document - Excerpt of Chapter 8

f) All OSFS staff must Report Dangerous Goods: Accidents or Incidents, Undeclared or Misdeclared, Loss or Theft and/or Unlawful Interference as outlined in Slide 57, as re-created below:

g) Reporting of Dangerous Goods as required shall be made to CANUTEC:

http://wwwapps.tc.gc.ca/Saf-Sec-Sur/3/sched-ann/schedule3.aspx

https://www.tc.gc.ca/eng/tdg/clear-part12-466.htm




h) Information to Passengers regarding dangerous goods is to be provided to passengers at the time of booking. Passengers can be directed to our website at http://flyos.ca/dangerous-goods/, or to appropriate information displayed in the office. Information handouts outlining our dangerous goods policies are to be provided for passengers prior to boarding.

i) Dangerous Goods not on the approved list by OSFS shall be rejected and returned to the passenger, not to be carried onboard the flight. OSFS does not retain any dangerous goods for which we are not approved to transport.

j) Damaged or Leaking approved Dangerous Goods must be rejected by OSFS. An example would include any battery with a dent in it not purposefully created by the manufacturer. OSFS crew must use their discretion to determine the level of damage and if unsure, reject the item.

k) Reasonable Emergency Measures to be undertaken in the event of dangerous goods posing potential harm to passengers, crew or aircraft in flight include:

a. Aborting Takeoff

b. Cancelling Flight

c. Landing as Soon as Practicable

d. Jettison of dangerous goods out of the window over unpopulated area so as not to cause danger to persons or property on the ground. (example: smouldering battery).

l) If an in-flight emergency occurs, the pilot-in-command must, as soon as the situation permits, inform the appropriate air traffic services unit, for the information of aerodrome authorities, of any dangerous goods carried as cargo on board an aircraft. Wherever possible this information should include the proper shipping name and/or UN number, the class/division and, for Class 1, the compatibility group, any identified subsidiary risk(s), the quantity and the location on board the aircraft, or a telephone number where a copy of the information provided to the pilot-in-command can be obtained. When it is not considered possible to include all the information, those parts thought most relevant in the circumstances or a summary of the quantities and class or division of dangerous goods in each cargo compartment should be given.

11.6 PIC Authority

The PIC has the authority to inspect and/or refuse to carry any baggage including approved Dangerous Goods if he feels there is any unwarranted risk.

The passenger must allow the PIC to inspect the baggage upon request. If the pilot is not given permission to inspect, he shall refuse to carry the baggage and notify the Duty Person of the refusal who will then notify the Operations Manager.

http://flyos.ca/dangerous-goods/




11.7 List of Dangerous Goods

Class 1: Explosives

Class 2: Gases

Class 3: Flammable Liquids

Class 4: Flammable Solids, spontaneously combustibles and substances that, on contact with water, emit flammable gases

Class 5: Oxidizing substances and organic peroxides

Class 6: Poisonous (toxic) and infectious substances

Class 7: Radioactive materials

Class 8: Corrosives

Class 9: Miscellaneous products or substances that could cause a threat to the safety of the flight

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