REPORT

ON

TRAINING, PROFICIENCY MONITORING

OF HELICOPTER PILOTS

AND

THE REQUIREMENTS FOR

HELICOPTER OPERATIONS

BY

KAUSHIK COMMITTEE

10th March 2005

INDEX

S/No. Subject Page No. 1 Introduction 1

2 Background 3

3 Review Of Helicopter Accidents 5

4 Basic Helicopter Conversion Training 7

5 Type Conversion Training 10

6 Instrument Rating 14

7 Special VFR 17

8 Night Flying Training 18

9 Offshore Operations 19

10 Hill Flying 24

11 External Load Operation 29

12 Helicopter Emergency Medical Service (HEMS) 34

13 Recurrent Training 36

14 Other Points – General 43

15 Introduction Of Co-Pilot Rating 43

16 Issue Of CPL To Experienced CHPL Holders. 45

17 Appointment Of Examiners. 47

18 Induction Of New Type Of Helicopter In The Country 48

19 Flight Inspector (Helicopter) in DGCA 49

20 Training Establishment 50

21 Safety Audits 51

22 Requirement for Certification Of Helicopter Training Establishments 53

23 Impact Of Training On Operating Cost 53

24 Recommendations 55

25 List of Appendices 60

1

A REPORT ON TRAINING, PROFICIENCY MONITORING OF HELICOPTER PILOTS AND THE REQUIREMENTS FOR HELICOPTER OPERATIONS IN VARIOUS ROLES

INTRODUCTION

1. The present training requirements for helicopter pilots are based on the

recommendations of Kaushik Committee Report on training, licensing and

proficiency monitoring of helicopter pilots in India. This report was submitted

on 31st March1991. The report covered mainly two aspects: -

a) Training and proficiency monitoring of helicopter pilots of Pawan

Hans.

b) Licensing and other allied subjects for helicopter pilots in general.

2. In the last decade, there has been a rapid growth in the strength of number of

helicopters in the country. As against the total of 5 helicopter companies in the

year 1991, today there are nearly 54 operators operating approximately 141

helicopters under Private, Non - scheduled and Govt./ PSUs categories. In

view of the increased helicopter activities in the country and the recent spates

of accidents involving helicopters being operated under different categories,

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there was a need to review the report on training and proficiency monitoring

of helicopter pilots. The helicopter industry also felt that in achieving the

highest levels of safety and efficiency by encouraging communication,

cooperation amongst operators and for creation of favourable environment for

enhancing professional skills and further growth of the industry, the last

Committee Report of 1991, needed an immediate review.

3. Director General Civil Aviation has constituted a Committee vide Order No.

AV.15013/2/2002-AS dated 29th October 2004, to review these training

procedures. The compositions of the Committee is as under: -

i) Gp Capt D.C. Kaushik (Retd.) - Chairman

ii) Capt Sanjeev Verma - Member

iii) Col D.K. Chand (Retd.) - "

iv) Gp Capt A.S. Butola - "

v) Shri Pawan Kumar - Member Secretary

4. The terms of reference of the Committee is to examine and review the existing

policy vis-à-vis ICAO requirements for helicopter pilots training and

recommend;

i) The requirements and syllabus of initial and refresher training,

proficiency monitoring and extension of rating.

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ii) The requirements in respect of offshore flying, hill flying, emergency

medical services, electronic news gathering, low flying for mining

surveys, etc.

iii) The requirements for certification of helicopter training establishments.

iv) The cost factor of training and its implications on the operating cost.

5. A copy of DGCA order No. 15013/2/2002-AS dated 29 Oct 2004 is placed at

Appendix A.

BACK GROUND

6 Prior to formation of Pawan Hans, earlstwhile Helicopter Corporation of

India, in 1986, helicopters in the country were mostly single engine and were

operated strictly under VMC. Entry of twin engine helicopters with CAT ‘A’

certification and performance Class I and II brought in a quantum jump in

technology and performance for all weather operations. Instrument rating of

pilots was a prerequisite for operation of these helicopters in most of the roles.

7. At that time, most of the helicopter pilots did not possess instrument ratings as

they lacked experience and competence to fly under weather conditions below

VMC. Later on some of the pilots acquired instrument ratings but lack of

experience to fly under inclement weather conditions resulted in a few

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unfortunate accidents/incidents. A Committee constituted in 1991, was to

recommend measures to improve pilot proficiency and its monitoring. This

report laid down that "pilots be imparted the requisite training for acquiring

competence for instrument flying under IFR". It also recommended that,

pending acquisition of a basic helicopter simulator, pilots operating such

machines be imparted simulated instrument flying by using facilities of IPT at

CTE Hyderabad and IGRUA. The report also spelt out annual refresher

training of such pilots. This training included ground subjects, simulator

training and flying training to be carried out at the Training School. The

Committee recommended this with a view to overcome shortcomings,

improve standards and standardize procedures. (Reference Para 21,35,36,37

and 38 of KC report). Introduction of annual recurrent training was also in

accordance with the recommendation of Sapre Committee on accident to

Dauphin helicopter VT-ELO near Patna in 1990.

8. The present committee has been constituted to review the initial and type

training, recommend requirements for different types of operations,

certification of helicopter training school and also assess the impact of such

training on operating cost.

9. In order to assess/review the requirement of training of helicopter pilots, the

committee looked into the accidents to civil registered helicopters since 1st

5

January 2001, in particular, fatal accidents attributed to flying in inclement

weather.

REVIEW OF HELICOPTER ACCIDENTS

10. There were a total of 7 fatal accidents since Jan 2001. Most of these accidents

were in the hilly terrain. In almost all cases the Pilot-in-Command were quite

experienced. Then why did these accidents occur ? The committee, after

deliberations, was of the view that in any accidents primarily there are two

main factors - Certification and serviceable state of the helicopter and crew

qualification to operate in a given environment i.e. IMC or VMC. In five

cases, the accidents were as a result of pilots not adhering to limitations of the

helicopter and their own qualification. In all these cases neither the helicopters

were IFR certified nor the pilots were instrument rated and therefore, had no

reason to operate in the prevailing weather conditions.

11. In the other two cases, the helicopters were certified IFR and pilots were

experienced and instrument rated. At the time of the accidents both the

helicopters were reported serviceable. Apparently, these pilots were not

competent to face the situation that caused these accidents in the hills in bad

6

weather. It could be lack of instrument flying practice or inability on the part

of the pilots to operate under instrument met conditions.

12. The purpose of the committee was not to go into the exact causes of these

accidents but to deliberate on the competency of helicopter pilots to fly under

IMC vis-à-vis fixed wing pilots. It was opined that fixed wing operations are

generally from one airfield to another in a well-defined route and altitude

under controlled flight conditions. Pilots, operating such aircraft regularly, are

adequately trained and acquire adequate experience to negotiate inclement

weather. On the other hand, helicopters generally operate under uncontrolled

and hostile environment with minimal aids/facilities. The helicopters are

normally flown at lower altitudes and in visual contact with the ground and its

operations are from one airfield/heliport to another airfield/helipad. It was,

therefore, opined that such helicopter pilots lack experience to fly under

weather conditions. Also, in most of these cases, their ability to fly under

instrument conditions is checked only once in a year during Instrument Rating

renewal. Such pilots, though trained and experienced to fly in fair weather

situations, lack experience to fly under inclement weather condition and in

their enthusiasm to complete the mission often find themselves in adverse

situations. It may be summed up that though the helicopters are IFR certified

and pilots are instrument rated, such helicopter pilots, in general, lack

7

experience of flying in marginal weather conditions. Also, monitoring of their

proficiency under instrument conditions is inadequate.

13. In most of the cases, where the investigations are over, the pilots are blamed

for the accident by the Board of Investigation; a conclusion easily drawn from

the available evidence. Interestingly, no accountability on the part of operator

was assigned, not even indirectly. The operating conditions and other external

factors were also not considered that resulted in these accidents. Suspecting

the capability of the pilot and blaming him for the accident may not be

incorrect but the operator cannot evade his responsibility for not ensuring

proper conduct of recurrent training, maintenance of proficiency and

competency of the pilot for the task. It is possible that commercial interest

may have forced an operator to overlook or circumvent rules, thereby directly

affecting the flight safety, which could contribute as a major factor towards an

accident, but may not be detectable during an investigation. It is the view of

the committee that operators need to follow the laid down rules judiciously

and be conscientious of their responsibilities and accountability.

BASIC HELICOPTER CONVERSION TRAINING

14. Basic helicopter conversion training for issue of Commercial Pilots’ License

(Helicopters) in India, apart from Defence Forces, is carried out by Rotary

8

Wing Academy (RWA), HAL. Helicopter training at IGRUA is not being

conducted presently because of non-availability of helicopter and instructors.

The committee studied existing RWA syllabus in detail. After deliberations it

was concluded that the contents of flying training syllabus generally included

the necessary exercises. It was, however, felt that the conversion syllabus

could be broken down into further details to remove any ambiguity and

increase the learning value and supervision during the course of flying. Flying

instructor from the RWA, Wg. Cdr. (Retd.) H.P. Shukla was also invited in

the subsequent deliberations to ensure that the changes recommended in the

curriculum did not pose any practical problem of implementing them.

15. After deliberations, it was decided to have ground training based on the CAR

Section 7, Series B Part IV. An extract of the CAR is placed at Appendix B.

Proposed ground training syllabi at RWA up to CPL (H) is placed at

Annexure I,II & III to Appendix C. Similarly flying training up to CPL (H)

is proposed in accordance with CAR Section 7, Series B part VI. The

proposed flying training syllabi are placed at Annexures I & II to Appendix

D. Training of CPL holders to acquire CPL (H) was also discussed. The

proposed flying training syllabus for the same is placed at Annexure III to

Appendix D.

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16. The syllabus for initial training was found acceptable. However, the syllabus,

in the view of the committee, needed to be broken down further into details of

exercises and interspersed with regular progress checks to ensure effective

monitoring.

17. Other observations made by the committee were as follows: -

(a) Instrument flying sorties are to be dual only with a total of 20 hrs. These

are to be planned in two phases. Ten hours instrument flying should be

given before navigation phase and balance ten hours before night flying

phase.

(b) Adequate instrument flying and general handling sorties is necessary

before commencing navigation phase to ensure trainee pilots are

capable of using instruments effectively while flying cross-country.

Total navigation sorties could be reduced from 43:30 hrs to 40 hrs,

which was found adequate by the committee. Balance of flying hours

could be used as flexibility/consolidation.

(c) Skill tests should be logged as dual sorties.

(d) PIC sorties should be equally distributed over the training program,

interspersed with progress check after each phase.

10

(e) Night flying could be reduced from 8:45 hrs to 5:00 hrs, which was

considered adequate. Solo flying by night was not considered

mandatory and it was felt that these sorties could be flown as PIC.

(f) Max load flying sorties need to be introduced earlier in the syllabus.

(g) Operating under tail wind conditions needs to be covered to make the

student pilots aware of the hazards.

(h) Conditions leading to Loss of Tail rotor Effectiveness (LTE) also needs

to be covered during the ground training.

18. It is proposed that the basic conversion ground and flying syllabus mentioned

above be standardized and laid down for initial training of candidates wanting

to acquire helicopter pilot licenses in India.

TYPE CONVERSION TRAINING

19. After acquiring CPL (H) or PPL (H) there may be a requirement for a pilot to

obtain endorsements on to different types of helicopters. The quantum of

ground and flying training will vary, depending on experience of a pilot in

terms of flying hours and type of helicopter.

20. The induction level of helicopter pilots in the country are categorized into:

11

a) Pilots coming out from Helicopter Training Schools/ Rotary Wing

Academy (HAL) after acquiring CHPL. Such pilots have little over 150

hours of flying experience on light single engine helicopters.

b) Pilots with more than 1000 hours (but less than 2500 hours) of total

flying experience, e.g. Short Service Commissioned pilots from

Defense Services or holders of commercial pilot licenses on fixed

wings aircraft and helicopters.

c) Experienced pilots with more than 2500 hours of helicopter experience,

e.g., Ex-Defence Services pilots and pilots holding foreign

CHPL/ALTP(H).

21. A variety of helicopters operate in the country and these helicopters are

categorised according to their all-up weights. The categories of helicopters are

as given below: -

a. Light helicopters. All single engine helicopters have been placed in this

group.

b. Medium helicopters up to 5700 Kgs.

c. Heavy helicopters above 5700 Kgs.

22. The grouping of helicopters is attached as Appendix E.

12

23. There are close to 141 helicopters in the country. Their types vary from

Russian Mil to French Eurocopter to American Sikorsky /McDonnell

Douglas/ Bell series to Italian Augusta Westland to HAL Chetak/cheetah,

Dhruv, to name a few. The committee obtained ground and flying training

syllabi in respect of most of the types operating in the country from the

representatives of the prime manufacturers or the helicopter operators. From

time to time, DGCA also grants one time approval to helicopter operators for

conversion of their pilots at the manufacturer approved training facilities. The

committee studied all these training syllabi in depth.

24. After deliberation on the quantum and scope of training to be imparted to

CHPL holders at the induction level the Committee felt that the ground and

flying training requirement be standardised and specified group-wise. The

recommendations of the committee are as follows: -

Ground Training

a) All pilots except those seeking endorsement on similar types whether

light to medium or heavy will go through ground training at the

manufacturers facility or at the DGCA approved training school. A

broad ground- training syllabus is given in Appendix ‘F’.

b) Pilots converting on similar types of helicopter, within the group may

go through an abridged ground-training syllabus at the manufacturer's

13

facility or an approved training school. The ground training syllabi

given in Appendix F be suitably modified

c) Experienced pilots having Heavy or Medium category helicopter

endorsed on their licenses may also follow an abridged ground syllabus

while converting on a new type, within the same group. Such pilots

converting on light helicopters may directly appear in Pilot Technical

Examination of the DGCA.

d) Ex- defense pilots who are already qualified in the Defence services on

a specific type may directly appear for Technical examination on this

type.

Flying Training 25. The flying training syllabi for most of the types are placed in Appendix ‘G’.

The syllabus is laid down for conversion training of pilots from single engine

type to another single engine type, single engine type to a multi engine type,

multi engine type to another multi engine type, conversion on similar types

and multi engine to a heavy class of helicopter. These are attached as

Annexure 1,2, 3, 4 & 5 respectively to Appendix. ‘G’. These syllabi are bare

minimum and in cases where a pilot does not attain the minimum standards at

14

the end of flying training, he must be given additional flying training till a

satisfactory level is achieved.

INSTRUMENT RATING

26. One of the most skilled tasks of a pilot is to maintain control of a helicopter

without outside visual reference and sometimes under inclement weather

conditions solely with reference to the instruments in the cockpit. Such skill is

not a natural attribute and can only be acquired by thorough training, constant

practice and systematic approach. Also, the helicopter should be equipped

with adequate instruments and duly IFR certified.

27. Accident analysis of helicopters in the last five years reveals that pilots though

instrument rated, may not be proficient to fly in bad weather. The Committee

is of the view that proper training and proficiency of helicopter pilots to fly

under Instrument Meteorology Conditions (IMC) is to be ensured by proper

training and monitored periodically by Operators/Supervisors.

15

28. The committee also went through the regulations relating to issue of

Instrument Rating, its renewal, extension and privileges of helicopter pilots.

Some of them are given below for reference: -

a) Regulations for Instrument Rating (Helicopters) are laid in Aircraft

Rules, 1937, Schedule II, Section P. A copy is placed at Appendix ‘H’.

b) CAR series O, part IV stipulates that only performance class I and II

helicopters are permitted to operate under IFR and pilots operating such

helicopters must be instrument rated.

c) Para 1(b) (iii) of Section P of schedule II stipulates that the

"requirement of minimum 5 hours of instrument time shall have been

completed on helicopters within a period of six month immediately

preceding the date of application", whereas CAR Section 7, Series B,

Part VII lays down instrument flight time of 10 hours dual instrument

flying instructions in helicopters from an authorized flight instructor,

who shall ensure that the pilot has operational experience in the

following areas and to the level of performance required for the issue of

an instrument rating. An extract of the CAR is placed as Appendix ‘J’.

29 The requirement of 10 hours in the preceding 6 months of the date of

application for issue of Instrument Rating should apply in all such cases. The

committee also endorses it and recommends that last 10 hours of instrument

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time including not more than 5 hours of instrument ground time in the

preceding 6 months of date of application be carried out at the training

establishment/simulator duly approved by the DGCA. This is considered

necessary to ensure proper standards prior to issue of instrument rating

(Helicopter) for the first time to a pilot.

30. The proposed syllabus shall cover at least the following: -

a) Ground Training

i) Helicopter instruments and navigational equipment.

ii) ATC procedures in controlled air space.

iii) Approach aids-VOR, ILS, ADF and /or ILGPS.

iv) Use and contents of Jeppesen Route manual.

v) R/T procedure.

vi) Minimas

vii) Meteorology

b) Flying Training

i) Basic instrument flying procedures.

ii) Tracking in and out and holding Procedures.

iii) Departure and arrival procedures (SIDs and STARs).

iv) En-route procedures.Airfield approach procedures e.g. VOR,

VOR/DME, NDB(L), SRA, LOC, Offshore NDB, ARA (if

applicable), Area Nav., ILS, PAR and GPS.

v) R/T procedure

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vi) Emergency procedures

c) Instrument Rating Test

For initial issue of instrument rating a pilot is to be tested by two independent

examiners in two separate flights. Detailed instructions for the examiners are

placed at Appendix ‘K’. A copy of the Instrument Rating Test proforma is

placed at Appendix ‘L’.

SPECIAL VFR

31 Large number of helicopter accidents have taken place due to controlled

flying into terrain (CFIT). It may be due to lack of flying experience in IMC

conditions or pilot getting into bad weather inadvertently. This is especially

applicable to non-IFR helicopters and non-IR pilots. Proper training and

testing of pilot in instrument flying for non-IFR certified helicopters might

overcome these shortcomings. Under Special VFR pilots not holding

IR/FIR/Assistant FIR if trained as per CAR are permitted to fly under special

VFR up to a visibility of 1500 meters for Class III helicopters and 1000

meters for Class I and II helicopters. Detailed instructions for the examiner for

conduct of Spl VFR proficiency check and the test performa are given at

Appendix M and N respectively.

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NIGHT FLYING TRAINING

32. Helicopter pilots do not get adequate opportunity to carry out night flying, as

most of the operations are limited to day light hours. This restriction could be

due to terrain where only day operation is possible or due to fuel reserve as

night flight has to be undertaken under IFR and hardly any helicopter meets

the fuel reserve requirement as night operations may be restricted from one

airport to another airport. However, besides normal night operations there are

times when sick or wounded persons need to be evacuated to the nearest

airfield/heliport/helipad by night for further treatment in hospitals.

Operational necessities like a blow out or a fire at night in the offshore

platforms is another area for emergency services including evacuation of

personnel by night. In Bombay high alone, there are 25-30 cases of medical

evacuation in the night per year for which helicopters are kept overnight in the

oil field locations. The mandatory 5 take offs and landings by night in the

preceding 6 months, as required by the rule, are not considered adequate.

Night flying experience therefore is important for pilots operating class I and

II helicopters that are IFR certified. As the saying goes “Practice makes a man

perfect”, it is absolutely essential that pilots be given regular flying practice

by night to ensure that they are competent to operate the helicopter by day as

19

well by night. It is recommended that in addition to the existing requirement

of 5 take-off and landings one route-flying sortie by night in the preceding 6

months for pilots engaged in regular night operations should be made

mandatory.

ROLE – ORIENTED TRAINING

OFFSHORE OPERATIONS

33. Flying to offshore platforms and floating decks present its peculiar

difficulties. The limited size of the heli-decks surrounded by obstacles, hot

gases and varying winds and rapidly changing meteorological conditions pose

a great challenge to pilots. In addition pitching, rolling and heaving

experienced while landing on floating decks require a very high degree of skill

and accuracy in flying. In India, major portion of flying effort of the

helicopter industry is in offshore role. Offshore flying requirement is

continuous and is undertaken in all weather conditions - by day as well by

night.

Flying Training

34. Offshore flying is a specialized operation and therefore, pilots engaged in this

role should be given specific role oriented training. Syllabus for initial and

concurrent training will depend upon the experience of pilots on helicopters.

20

35. The Committee has accordingly categorized pilots inducted in offshore roles: -

a) Pilots having less than 1000 hours on helicopters.

b) Pilots having over 1000 hours and less than 2500 hours on helicopters.

c) Experienced pilots with more than 2500 hours on helicopters.

36. Pilot having less than 1000 hours on helicopters : This category includes

fresh CHPL holders coming out of RWA (HAL) or other sources. Induction of

such pilots in offshore role is a quantum jump from single engine light

helicopters to more advanced twin-engine helicopters with performance class

I & II capable of all weather operations. The training profile for such pilots

inducted into offshore roles should be as follows: -

a) After type conversion and endorsement on new type, a pilot may be

inducted for offshore training. Initially, a pilot shall fly at least 15

sorties/hours from co-pilot seat under supervision of an examiner and if

found fit, be released for co-pilot flying for at least 1500 hours in

offshore role or three monsoon seasons in the area of operations

whichever is later.

b) In the last phase a pilot, having acquired the above experience on the

type of helicopter, may be taken up for Command training and

Instrument Rating, as per approved syllabus, with an examiner and if

21

found fit, be released to fly as PIC. An entry is to be made in the logbook

of the pilot by the examiner.

37. Pilot having less than 2500 hours on helicopters

a) A pilot will undergo the same type conversion as applicable to the

type of helicopter given in Appendix F & G.

b) After type conversion and endorsement, a pilot not experienced in

offshore will fly 15 sorties/hours under supervision and if found fit may

be released for co-pilot flying for at least 750 hours. A pilot having

previous offshore experience of 100 hrs on helicopters will fly 10

sorties/hours under supervision and if found fit may be released for

offshore flying as co-pilot on type for at least 500 hours.

c) A pilot having 750 hours offshore flying experience or 500 hours

offshore experience on type (whichever is later) may be taken up for

Command training with an examiner and if found fit, be released to fly

as PIC. An entry is to be made in the logbook of the pilot by the

examiner.

38. Pilot having more than 2500 hours on helicopters

a) A pilot will undergo a basic type conversion as applicable.

b) After conversion and endorsement, a pilot having no offshore flying

experience will fly at least 10 sorties/hours under supervision of an

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examiner and released for co-pilot flying for a minimum of 500 hours

offshore on type. A pilot experienced in offshore flying of at least 100

hours on helicopters may however be given 5 sorties/hours under the

supervision of an examiner and if found fit, may be released for copilot

flying for at least 500 hours.

c) An experienced pilot having at least 2500 hours on helicopters and 500

hours offshore experience on type may be taken up for Command

Training and if found fit, may be released to fly as PIC. An entry in the

logbook of the pilot is to be made by the examiner.

39. Command training : All pilots will undergo Command Training. A pilot

may be considered for Command training if he possesses following

qualifications:

a) CPL (H) endorsed on type. ATPL (H) will be pre-requisite for

command training on helicopter having MTOW of above 5700 kgs.

b) A minimum of 2000 hours flying experience on all types.

c) A minimum of 1500 hours on helicopters and a minimum of 500 hours

PIC experience on type.

d) A minimum of 500 hours offshore experience on all types of helicopter.

e) A current Instrument rating

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40 The Command Training will consist of the following:

a) Ground training

b) Flying training

a) Ground Training: The course shall cover the following: -

i) Flight Manual/technical manuals

ii) Operations Manuals

iii) Area competency check

iv) Aeronautical publications – AICs, CAOs, CAR, AIP, etc.

v) Local procedures and instructions

b) Flying Training: A pilot may be taken up for command training in the

following manner. A pilot will fly at least 100 hours on fixed decks,

jack up rigs, tied down floaters, floaters and productions platforms.

However, before being cleared as captain, the pilot under supervision

must have carried out a minimum of 10 landings on fixed

platforms/jack up rigs, 5 landings on floaters and 20 landings on

production platforms with DGCA approved instructor/examiner. An

independent flying test is to be conducted by an examiner in accordance

with the format specified in Appendix P. On satisfactory completion

of the check the pilot be cleared for PIC flying. The examiner clearing

the pilot must make an entry in the logbook of the pilot.

41. Recurrent training: A pilot engaged in offshore operations on a regular

basis must go through periodical recurrent training. This is covered in detail in

separate chapter under "Recurrent training".

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HILL FLYING

42. India with its peculiar topography i.e. Great Himalayan range in the North

with high mountains covered with snow as well as barren land in high altitude

areas of Leh & Ladakh, mountains with thick jungles in the east and ghats of

western India, poses a great challenge to the pilot to operate under extremely

different and difficult conditions. Helicopter flying in the hilly terrain

primarily is a matter of experience. It also requires knowledge of the hilly

terrain and the effects of wind and rapidly changing weather conditions that

can restrict the operations. Height of the helipads adversely affects the

performance of helicopter especially during take off and landing phases,

which also varies from helicopter to helicopter.

43. In the past, several accidents have taken place due to intentional or inadvertent

flying in the clouds. All operators may be advised to ensure that all pilots

engaged in flying in hilly terrain are regularly briefed to remain in visual

contact with the terrain and at no stage they are to enter clouds unless the

flight has been planned under IFR. Operators are also advised to maintain

updated records of all ropeways, power lines and similar obstructions in the

areas of operation and familiarize their pilots at regular intervals.

25

44. All pilots are to be aware of the hazards experienced during the flying in hilly

terrain. Considerable prior preparation and planning is required whenever

operating in the hills. Pilots should have a thorough knowledge of the

topography, general weather pattern, presence of the mountain waves and

entry and exit procedures to and out of the valley. The committee

recommends that 50 Hours of co-pilot flying in each specific hilly areas, be

that Sikkim, Himachal Pradesh, Utranchal, Arunanchal Pradesh and so on, is

mandatory to know the area and hazards associated due to peculiarity of the

terrain for safe helicopter operations. Further, flying in hills should be

restricted to VFR day only.

45. Operations of the hills are categorized as follows :

a) Regular Operations.

b) Irregular Operations

c) One time operations

Regular Operations:

45. Some of the helicopter operators are engaged in regular operations in the hills.

Pawan Hans Helicopters Ltd. operates in Sikkim, Arunachal Pradesh,

Meghalaya, Mizoram, Uttaranchal on a regular basis and for this purpose

maintains helicopters in these areas round the year. Similarly, Deccan

26

Aviation operates regular helicopter service to Vaishno Devi (Sanjichhat

helipad). Such operations are termed as Regular Operations. Pilots operating

flights to/from helipads in the hilly terrain should be specifically checked out and

cleared on the type of helicopters for helipads before allowing them to operate

independently. The process for checking a pilot for hill operations should be as

follows:

a) Pilot having previous experience of flying in the hilly terrain with more

than 250 hours of PIC on type should fly at least 5 hours/sorties,

whichever is greater, under supervision and checked out by an examiner

before releasing him for independent operations. If the pilot has not

flown in that area, he needs to fly at least 50 hrs. as co pilot in that

specific area (area familiarization) before undertaking PIC flying.

b) Pilot with no previous experience of hill flying should be imparted

special training. In addition to the normal training, special training

should include ground training covering topography, general weather

pattern, and presence of mountain waves and helicopter performance at

high altitude. A detailed ground-training program is placed at

Appendix Q. Ground training is to be imparted at Training School duly

approved by the DGCA.

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c) Flying training as given below be given to a pilot before taking him up

for clearance to fly in the hills as PIC :-

Pilots with <1000 hrs on helicopters

Pilots with > 1000 hrs but < 2500 hrs on helicopters

Pilots with >2500 hrs on helicopters

Inexperienced pilots

Without previous experience

With previous experience

Without previous experience

With previous

experience

Dual 15 hrs/sorties 5 hrs/sorties 5 hrs/sorties

5 hrs/sorties 5 hrs/sorties

Co-pilot

At least 1000 hrs

At least 500 hrs

Or 250 hrs At least 250 hrs

Or 50 hrs

Irregular Operations in Hills

47. When helicopter flights are operated in a particular sector for a limited

duration such as PHHL operations in Uttaraancchal (Kedarnath), Himalayan

Heli Services Ltd in Manali for heli-skiing. A pilot having sufficient previous

hill flying experience on the type of helicopter in the area may be cleared for

independent operations by an examiner. Pilots having previous hill flying

experience but no experience of flying in the area, may fly as co-pilot on type

for area familiarisation and cleared by an examiner for PIC flying. Pilot

having less than 250 hours as PIC experience on type and totally

inexperienced in the hill flying should fly as co-pilot for at least 1000 hours

before being taken up for PIC clearance. The training profile for

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inexperienced pilot will be as applicable for regular operations. The

requirements of flying training for clearance as a PIC is as given below: -

Pilots with <1000 hrs on helicopters

Pilots with >1000 hrs but < 2500 hrs on helicopters

Pilots with >2500 hrs on helicopters

Category Inexperienced pilots

Without previous experience

With previous experience

Without previous experience

With previous experience

Dual 15 hrs/sorties 5 hrs/sorties 5 hrs/sorties 5 hrs/sorties 5 hrs/sorties

Co pilot And 1000 hrs And 250 hrs Or 100 hrs And 100 hrs Or 25 hrs

One Time Operations:

48. There are times when helicopter pilots are called upon to operate in the hills.

Such flights and operations are on rare occasion and may be termed as one-

time operations. Pilots having previous experience in hill flying with more

than 250 hours PIC on type may operate to such helipads in the hills after a

check flight with an examiner or alternatively carry out trial run/landing

before operating a flight with passengers on board. Pilots having no

experience of flying in hilly terrain may be permitted to fly as copilot.

Concurrent Training:

49. Pilots engaged in flying in hilly terrain on a regular and irregular basis are

required to undergo periodical recurrent ground and flying training. It is

29

recommended that refresher training once in a year is imparted to such pilots.

This is covered in greater details in separate chapter under Recurrent training.

EXTERNAL LOAD OPERATION

50. Helicopter is a very versatile machine and can be gainfully deployed in variety

of roles. One of the tasks that it can perform is carriage of load externally. In

this operation unwieldy load that cannot otherwise be accommodated in the

cabin can be carried externally from one place to another. In this role the

helicopter can be deployed in;

a) Wire Stringing

b) Cable Laying

c) Pylon Fixing

d) High Tension Cable Washing

e) Cargo Sling

f) Hoist

g) Mining Survey News Gathering

h) Fire Fighting

i) Aerial Photography

j) Power Line Inspection

k) Crop Spraying

l) Pollution Control

m) Electronic

30

51. External load could be classified as Class A, B, C or D

a) CLASS A – It is an external load that cannot be moved freely, cannot

be jettisoned and does not extend below the under carriage. Ski-pods,

TV camera, survey equipment, crop spraying equipment attached to

helicopter will come under this category.

b) CLASS B – A load that can be jettisoned and is not in contact with

surface (land, water etc.). E.g. a normal sling load, mining, surveys,

fire fighting equipment, anti pollution pads, a container, part of wrecked

car or aircraft, military stores and vehicles.

c) CLASS C – An external load than can be jettisoned and that remains in

contact with the land or water or any other surface. Examples are wire

pulling, cable laying, power line maintenance.

d) CLASS D – Hoisting an external load or person will come under this

category.

Certification of helicopter

52. A helicopter must meet airworthiness and certification requirement of

manufacturer for external load equipment. Such operations are conducted out

of ground effect and therefore, a pilot must be aware of reserve power with

external load.

Ground training

53. To carry external load operations in all type of terrain, particularly at high

altitude is a specialized task. A pilot must demonstrate knowledge and skill to

DGCA examiner before undertaking this type of operation. Ground subject

must cover the following:

31

a) Aerodynamic consideration.

b) Knowledge of sling / hoist equipment, its operation and limitations

given in the operation manual.

c) Preparation of load-sheet, rigging or its attachments.

d) Emergencies

e) Operation peculiarities of different terrains, e.g. mountain, off shore,

jungle, desert, etc.

Flying Training

54. A Pilot must have 500 hours PIC experience on type before taking him for

training on external load operations. The above criteria may be relaxed in case

of a pilot having previous experience of external load operation. Flying

training will be for specific category of operations. Flying training must

include the following exercises: -

a) Briefing of Crew, Inspection of Load, sling equipment and jettisoning

system.

b) Hover, take off and landing with external load.

c) Manoeuvering of helicopter in hover, transition and forward flight and

delivering of load at predetermined point.

d) Emergencies including engine failure, unstable flight condition due to

undue oscillation of external load, loss of tail rotor effectiveness. These

are to be covered on the ground.

32

e) An examiner is to check out the pilot for external load operations. A

test Performa is attached as Appendix –R.

55. Initial training

a) Class A type load: A pilot not having experience in external load may

be given minimum of 1 hour or 5 practices of flight instructions in

external load operations. A pilot having previous experience may be

cleared after 0.5 hour or 3 practices, if found fit. An entry in the

logbook is to be made.

b) Class B & C type load. : A pilot who has not conducted Class B and C

type of operations must be given dual flying instructions under

supervision by a DGCA approved examiner for minimum of 2.00 hours

or 10 practices of flight instructions in external load operations. A pilot

who has conducted external load operations earlier may be cleared after

1 hour or 5 practices dual instructions. An entry in the logbook is to be

made.

c) Class D type load

A pilot who has not conducted Class D operations (Hoisting) must

undergo flight training of at least 10 hoisting. A pilot who has

conducted hoisting operations in the past may be cleared after 5

hoisting and if found fit, be released for independent operation. The

pilot examiner must make a logbook entry to this effect.

33

56. One time operation

There may be a requirement of undertaking external load operation on

emergent requirement. In such cases the guidelines may be: -

a) Class A type load: A pilot having earlier experience and meeting other

experience requirements of Para 4 and 5 may undertake the task.

b) Class B, C and D type load: A pilot having previous experience of

external load operations and 500 hours PIC experience on type may be

permitted.

Recurrent training

57. If a pilot has not conducted an external load operation in the last 12 months

proceeding the date of operations he is to be checked by an examiner before

permitting him for independent operations. A pilot who has not carried out

external load operation in the last 24 months must undergo full training as

prescribed for initial training. Pilot who are often called upon to undertake

such mission must carry out at least one flight of one hour duration in a period

of 12 months to maintain currency. External load operation must be conducted

strictly under VFR unless otherwise approved by the Regulatory Authority.

34

HELICOPTER EMERGENCY MEDICAL SERVICE (HEMS)

58 A helicopter is very versatile machine and its utilization is unlimited in

today’s modern world. One of the most important tasks of the helicopter is to

provide emergency service during urgent situations that necessitate quick

evacuation and medical aid. The helicopter in this role provides immediate

medical assistance and rapid transportation from site of the following :

a. Medical personnel b. Medical supplies equipment c. Injured persons d. Evacuation of persons directly on site.

59. The normal terminology used for such operations is appended below:

Operating Base: The place at which HEMS crew and helicopter is on stand

by duty.

Operating site: A site selected by the commander during HEMS flight for

H.H.O. (Helicopter Hoist Operations)

Medical passenger: A medical person carried in a helicopter during the flight.

Operations manual: The operations manual of the operator must include a

supplement on the duties and responsibilities involved in operation of HEMS.

A copy of the manual should also be provided to the agency to which HEMS

is being provided on a regular basis.

Operating requirements

60. To begin with , HEMS operations shall be conducted by helicopters certified

Cat A and having CLASS I and Class II performance capabilities. Where the

35

Helicopter MTOW exceeds 5700 Kgs. the operations will be conducted

strictly in Class I performance. As and when ICAO rules permit, Performance

Class III helicopters may also be allowed HEMS operations.

61. During night time the landing area / helipad should be lit up for guidance

during take off and landing procedures for unsurveyed HEMS operating sites.

Night Operations to be conducted under VMC. Pilot in Command must have

at least 20 hours PIC experience by night. The operations manual shall

contain the minimum requirement / professional qualifications of pilots

engaged in conducting HEMS task during day and night. The minimum

experience level for conducting such flights will be

a) Minimum 1000 hours on helicopters or 500 hrs. PIC experience

on all helicopters and at least 100 hours PIC on type.

b) Successfully completed ground and flight training course on

HEMS operations.

62. The crew composition will be as follows:

a) Daytime operation - Minimum one pilot and one HEMS

crewmember

b) Night time operation. - Minimum two pilots are mandatory to

conduct night HEMS operations

36

RECURRENT TRAINING

63. All Operators, particularly those engaged in Non-scheduled operation must

ensure that pilots under them go through recurrent (refresher) training at

regular intervals. The recurrent training should cover ground training,

simulator / IPT training, flying training, proficiency checks and ground flying

tests. Recurrent training programme is formulated to ensure each pilot

acquires and maintains the competence to perform his functions efficiently

and safely

Responsibility of monitoring:

64.. The operator is responsible for training of the pilots of his company. The

operator may sub delegate this responsibility to the Officer In charge

Operations/training. The Operator should maintain a record of all training,

checks and test received by each pilot under him for a period of at least 3

years. A separate folder should be opened and maintained for this purpose in

respect of each pilot.

65. Recurrent training will cover the following :-

a) Competency Checks

b) Recurrent checks

37

66. Competency checks

a) Proficiency Check

b) Route / Line / LOFT Check

c) IR Test/renewal check

d) Night Currency Check

67. Recurrent Checks

a) Ground training

b) Simulator Training

c) Emergency and Survival Training

d) CRM training

e) Dangerous Goods Training

68. Competency Checks

a) Proficiency Checks: - All pilots engaged in commercial operations

carrying passengers will undergo mandatory proficiency checks as

mandated under CAR, covering aspects as applicable for type of

helicopter and operator’s role. The proficiency check will be carried out

by DGCA approved examiner twice in a year with not less than four

months and not more than eight months between any two checks. The

proficiency check will not be carried out on revenue flights. Guidelines

to examiner and the check proforma are attached at Appendix S and T.

38

b) Route / Line / LOFT Check: - Will be carried out once a year to cover

exercises as applicable to the type of helicopter(s). A separate check is

required for each type of helicopter operation by day and night, as

applicable. Wherever possible it should be carried out in the course of a

normal commercial operation and should be used to assess the pilot’s

management of the operation generally. A route check twice in 12

months is mandatory for all pilots holding ALTP (H), as mandated

under CAR. Instructions for the examiner and route check performa for

pilots engaged in offshore flying are attached at Appendix U and V

respectively. Similarly, instructions for the examiner and route check

Performa for pilots engaged in hill flying are attached at Appendix W

and X respectively. Performa placed at Appendix V may be suitably

modified, as applicable to the role and type of helicopters.

c) Instrument rating renewal check. All pilots holding instrument rating

are required to renew their rating once a year as per the Aircraft Rules

1937 Section P and relevant CAR issued from time to time. The

Instrument Rating renewal check will not be carried out on revenue

flights. Alternatively, the IR test may be carried out on a specific to

type full flight Simulator duly approved by the DGCA. The guidelines

to examiner and the check format are already attached at Appendix K

39

& L. If adverse comments are required, these will need to be signed

and initialed by the pilot. A Training Report must accompany any fail

assessment, wherever applicable.

d) Night currency check: Where a pilot is required to operate flights by

night on a regular basis, 5 take off and landings in the preceding 6

months are not considered adequate e.g. offshore, medievac. In such

cases it is recommended that in addition to the existing requirement of 5

take-off and landings one route-flying sortie by night in the preceding 6

months for pilots engaged in regular night operations should be made

mandatory.

69 Recurrent Checks:

a) Ground training: - It is recommended that ground refresher training

should be conducted for all pilots once in a year in a DGCA approved

RWA/ Training Establishment.

b) Simulator Training: - It is recommended that at least 5 hours of

instrument flying training be carried out by a pilot holding instrument

rating on a specific to type helicopter flight simulator once in two years

40

as per syllabus. In cases a specific to type simulator is not available it would

be imperative to carry out instrument flying training on the type of helicopter

on which the pilot holds a current instrument rating.

c) Emergency and Survival Training: The purpose of emergency and

survival training and testing is to provide all pilots with the necessary

skills and knowledge to deal with different types of emergency and

survival situations. All pilots are to successfully complete emergency

and survival training and an ESC for type of helicopter and operational

role. Emergency and Survival Check (ESC) should be carried out once

in 12 months covering aspects as applicable for type of helicopter and

operator’s role. It is recommended that all pilots engaged in offshore

operations must go through ESC including HUET training once in two

years in a DGCA approved RWA/ Training Establishment.

d) CRM Training. Originally concept of CRM was to help aviators avoid

errors. Subsequently, it was felt that the main purpose of CRM was

error management. While human error was the original impetus, its

realization was imperfect. Even when training advocated specific

behavior, the reason for using them was not always explicit. The current

41

generation of CRM training is based on the premise that human error is

inevitable. CRM can be seen as counter – measures to three lines of

errors.

i) Avoidance of error.

ii) Trapping incipient errors before they are committed.

iii) Mitigating the consequences of these errors that occur and

are not trapped.

e) Dangerous Goods Training: Generally helicopter operators are not

handling Dangerous Goods. However all pilots should be given

Dangerous Goods Awareness Training. This aspect may be covered

during the bi-annual ground training.

70. Conclusion: An endeavor has been made by the committee to keep the flying

effort, particularly non revenue flight, to bare minimum so as not to

financially burden the operators. Operators however may be advised to ensure

that a pilot is given quality training and if required, increase the quantum of

training to maintain optimum level of performance of pilots under them.

Recurrent training requirement for a pilot is summed up and is given below: -

42

Competency checks

Check Frequency (in one year)

No. of Sorties

Flying Hours

Remarks

Proficiency Twice 2 01.30 Non revenue flight* Route/line Once 1 as required Revenue flight.

2 for ALTP(H) I R renewal test

Once 1 01.00 Non revenue flight*

Night currency

Twice 2 01.00 Non revenue flight *

* Total non-revenue flying hours per year : 03:30 hours

` Recurrent checks

Type of Training Frequency

Remarks

Ground 2 days per year -- Simulator 5 Hrs. in 2 years For IR pilots ESC / HUET Once in two years For offshore ops. CRM Once a year -- Dangerous Goods Once in 2 years --

43

OTHER POINTS – GENERAL

71. Rules and regulations governing operations of helicopters are contained in the

Aircraft Act, 1934 and Aircraft Rules 1937. ICAO Annexure 6 Part 3 lays

down International Standards and Recommended Practices (SARPs) for

helicopter operations. Civil Aviation Requirements (CARs) for helicopter

operations in India are based on these SARPs. With the advancement of

technology there is a need to constantly update these regulations. Also, the

CARs are to be amended in accordance with the topographical, physiological

needs of the country by appropriately filing differences with the world

aviation body. Such changes indeed are desirable if we have to derive

maximum advantage of the versatility of helicopters operating in the country.

The scope and the terms of reference of the present committee are very vast

and therefore it is in no position to review and suggest any amendments to

CARs. There are however certain rules and regulations that require immediate

attention. The committee therefore decided to deliberate on these rules. The

rules that require changes or issues that need immediate attention are

described in detail in subsequent paragraphs.

Introduction of co-pilot rating

72. Prior to induction of twin engine helicopter in the country most of them were

flown by single pilot. Twin-engine helicopters have brought in two pilot

44

concepts. Out of the two pilots one acts as pilot- in -command (PIC) and the

other as co-pilot. No difficulty has been envisaged as long as a pilot is a

qualified captain on type and is utilized in that capacity as well as in the

capacity of a co-pilot. However in cases, where a pilot is utilized only as a co-

pilot for a long time in certain roles like off shore or Hill operations, as is the

case with ex-IGRUA/RWA pilots, there is an ambiguity. In such cases a pilot

though operates as a copilot, is made to go through mandatory proficiency /

route / instrument rating checks from the captain’s seat (as per license

endorsement) rather than from co-pilot seat. The present policy is flawed and

needs review. It is necessary to conduct proficiency checks of a pilot in the

capacity in which he is being utilized. This is possible if the pilot is trained

initially as a P2 from the co-pilot seat and the license is endorsed

appropriately. In view of the above, following is recommended.

a) Co-pilot rating be introduced in Section K schedule II, Aircraft Act

1937. This regulation is already provided in ICAO Annex 1 sub-para

2.8.2.1 (d) and may be incorporated under the "Privileges" section of

Section K of Aircraft Rules.

b) Type conversion on a specific type is carried out as appropriate i.e. P1

or P2 (Captain or Co-pilot), where applicable.

45

c) CHPL be endorsed appropriately, i.e. P1 and P2 by the DGCA after

successful completion of training.

d) On successful completion of command training commercial licence

may be appropriately endorsed.

Issue of CPL to Experienced CHPL Holders.

73. Requirements of experience for issue of CHPL to a holder of Commercial

pilot's license are given paragraph 1(e), Sections K, Schedule II of Aircraft

rules, 1937. In this Section flying experience on aeroplane is considered

towards the requirements for issue of CHPL to CPL holders. However, no

such provision exists in Section J of counting helicopter experience to a CHPL

holder for the issue of CPL. This anomaly probably exists because helicopters

made an appearance in the aviation field much after rules for issue of CPL

were framed and initially only experienced aeroplane pilots converted onto

helicopters. Apparently the same was the case in other advanced countries

too. However, over a period of time countries, notably the USA and UK, have

changed their rules based on experience gained. The committee recommends

that the DGCA need to look into it. The committee feels that minimum

experience on specific type and category of aircraft cannot be compromised,

overall experience – be it on aeroplanes or helicopters – should be taken into

account towards total flying experience requirement for issue of either CPL or

46

CHPL. Para 2.8.1.3.2 of chapter 2 of ICAO Annex 1 has a provision to allow

Licensing Authority to consider the flying experience of a pilot on aircraft in

other categories for issue of CPL to experienced Commercial helicopter pilot

license holders.

74. In view of the foregoing it is recommended that the following sub-paragraph

be inserted to Paragraph 1 (e), Section J, Schedule II, Aircraft Rules, 1937: -

"Provided that a person who is the holder of professional pilot’s license

(Helicopter) and who has satisfactorily completed not less than 1000 hours of

flight time as Pilot-in-command on helicopters shall be required to complete

on an aeroplane:

i) Not less than 100 hours of flight time dual and solo including

ii) Not less than 75 hours of flight time as Pilot-in-command which shall

include:

Not less than 25 hours of cross-country flight time

Not less than 10 hours of instrument time of which more than 5

hours may be on an approved simulator

iii) Not less than 5 hours of flight time by night including 10 take off and

landing patterns and

47

Not less than 10 hours of flight time on aeroplane within a period of 6

months immediately proceeding the date of application for issue of

license.

Appointment of Examiners.

75. In the past and before the issue of the CAR on the above subject, there were

three categories of Checking Staffs to undertake training of pilots, conduct of

skill tests for issue/renewal of licenses /ratings and proficiency checks. These

were Check pilots, Instructors and Examiners. The roles of these pilots were

clearly demarcated and defined in that the check pilot could perform a limited

role of carrying out lesser responsibilities like route/line checks etc. The

Instructor in addition to carry out functions of the Check pilot was permitted

to carry out all the training flights including renewal of ratings etc. The

Examiner however was privileged to carry out all the functions of testing and

checks without any restrictions. The process of appointment was a phased

graduation from a Check pilot to an Instructor and finally to an Examiner. In

the process of moving up the ladder a pilot acquired experience and methods

of instructing/examining and with the passage of time gradually took on

higher responsibilities. This system also provided opportunity to pilots who

are professionally competent and attitudinally inclined to impart knowledge,

48

though younger in service in a company, to become eligible for appointment

as Check pilots and graduate to the level of Examiners, if found suitable.

76. The present policy overburdens the Examiner with responsibilities which

otherwise can be handled by a Check pilot/ Instructor. In view of the above,

the Committee recommends an urgent review of the present CAR Section 7,

Series I Part IV on "Criteria for approval of examiners for helicopter

operations" and further recommends a new CAR on appointment of Check

pilots/ Instructors and Examiners. This policy will also reduce the unending

request for One Time Examiner to the DGCA, as the regular appointees will

more than meet the requirement of the helicopter industry.

77. Induction of New Type of Helicopter in the Country

There could be occasions when a new helicopter is inducted in the country.

Its deployment in various roles could be restricted by non-availability of pilots

with adequate experience on type. It is recommended that in such cases Test

Pilots of the manufacturer/examiners of the company be authorised by DGCA

to act as examiners. Such nominated examiners would be responsible for

training and clearing the pilots of the company on type of the helicopter after

completion of ground and flying training syllabi as approved by the DGCA

49

Flight Inspector (Helicopter), in FID, DGCA

78. There is only one helicopter flight inspector in the DGCA. This flight inspector

is a pilot of PHHL and draws his pay and allowances from the parent

company. He acts as an advisor on all matters connected with helicopters – be

it training, licensing, accident investigation, review of rules/regulations, policy

matters etc. He also acts as an examiner to undertake proficiency checks,

instrument rating, one-time checks as also various other tests. He also must fly

adequately to earn flying related allowances at par with his counterparts in

PHHL. Judging by the quantum of work, the committee feels that the present

Flight Inspector is grossly overworked and is not able to attend to his

assignment in totality. As on date, this inspector has gone back to his parent

organization and this post in DGCA is vacant.

79. The Committee feels that there is an urgent need not only to fill up this post

immediately but also increase the number of flight inspectors (Helicopter) to

at least five. One FI (H), each may be based at all Regional Headquarters of

the DGCA. To tide over the problem of creation of additional vacancies, even

Naresh Chandra Committee had proposed -“In recognition of the urgent need

to strengthen the DGCA, it should be allowed to contract qualified pilots who

are either medically grounded or have attained the age of retirement from

airlines. Such pilots may be contracted upto the age of 65 years (63 years on

50

initial contract and 2 years extension) subject to fitness.” A large number of

qualified helicopter pilots with high integrity and retired from active flying are

available in the market and could be engaged for handling the duties of a

flight inspector/observer for proficiency monitoring and standardization. They

could also be considered for other functions like safety audit, monitoring

ground training, simulator training and advisory functions for other

departments of DGCA. In the longer term, this strengthened establishment

would not only justify its existence but also would foster professionalism

amongst pilots and arrest the accident rates.

Training Establishments

80. In India, rules and regulations for helicopter operations and maintenance are

under two categories i.e. Schedule/non schedule category and Private

category. In the case of the former, the operations involve transport of

passengers/cargo or mail for remuneration or hire. In the later category, the

operations are primary for personal use and not for hire or remuneration. In

India, there are no scheduled helicopter operations. Most of the operations are

under Non-scheduled or private category.

81. In Non-scheduled category the Operator is directly responsible to ensure that

the pilots under him are aware of the rules, regulations and procedures and

comply with them. The operator also must establish and maintain a ground

51

and flight-training programme as approved by the DGCA. The operator plays

a vital role in enhancing the operational ability of pilots under them by

organizing periodical training both ground and flight at regular intervals and

help the industry better its track record of safety which, of late, has been

alarmingly poor. Unfortunately, barring RWA or PHHL training school there

is no other institution in the country to provide initial or type conversion

training to helicopter pilots. As regards to concurrent training, there is hardly

any establishment that provides standard and quality training to helicopter

pilots at regular interval so as to ensure their competence to operate in various

roles. The operators are, therefore, compelled to send their pilots to other

countries for recurrent training that too at exorbitant costs. There is, therefore,

an urgent need to establish training centres in the public/ private sector for this

purpose. The training could include ground training, basic/ instrument flying

training on specific to type or generic helicopter simulators, role oriented, /

HUET/, CRM training etc. It is recommended that large operators must come

forward and establish training schools, extend their facility to other operators,

who otherwise may not be able to do so due to financial reasons.

Safety Audits

82. As far as rules and regulations are concerened, the committee is convinced

that these are adequate. But the question that remains in our mind is whether

52

these rules are being flouted. If, so then by whom? Is the operator compelling

his pilots to ignore the rules for pecuniary commercial benefits or are the

pilots themselves flying into situations beyond their competence and without

any authority? General Aviation Promotional Cell constituted in June 2000,

carried out a number of inspections on Non-scheduled operators and flying

institutions. In addition to the above surveillance, safety auditors were deputed

to carry out safety audit of helicopter operators. One of major observation was

lack of supervision and accountability by the operator on safety related

matters. In 2001, the Government had also appointed a committee to examine

the working of small aircraft and helicopter operators. The committee had

made a number of recommendations, which included matters relating to

airworthiness, surveillance checks and safety audits, training of pilots and

engineers and monitoring of their proficiency. More than 2 years have gone

by since the time of submission of this report. The situation has only worsened

and the accident rates have hit the roof. Apparently, either the safety audits

have only skimmed the surface or the operators have taken no follow up

action. The committee is of the view that pro-active measure is necessary to

improve flight safety. Safety audit of a helicopter company, in particular,

Non-scheduled category, may be carried out vigorously at least once every

53

two years and follow up action demanded every month. Non-adherence may

be dealt with severely.

Requirement for certification of helicopter training establishments

83. CAR Section 7 Series D Part 1 lays down guidelines for obtaining approval of

establishing of Flying Training Institutes. The committee has gone through the

provisions of the CAR and finds that the guidelines given in the said CAR are

adequate for a helicopter training establishments.

Impact of training on Operating cost

84. Helicopter operation is a very costly proposition as compared to a fixed wing

aircraft. The hourly cost of a helicopter is nearly six to seven times in

comparison to an aeroplane of the same class or category. There are several

reasons for this exorbitant cost per hour of helicopter. Helicopter has many

rotating parts as compared to an aeroplane. Such parts have a very limited life

and require frequent replacement. Fuel consumption per passenger per

kilometer is many times higher in helicopters. Maintenance of a helicopter is

more vigorous as compared to an aeroplane. This also restricts the flying

efforts of helicopters to 60-70 hours per month as compared to over 100 hours

in an aeroplane. All these factors have a direct bearing on cost of operations.

In addition, training flights carried out to maintain the pilot currency add to

the cost of operations as these are non-revenue flights. Any proposal to

54

enhance the training flight in the concurrent training syllabus will further

increase the cost of operations. The committee has kept this aspect in mind

and therefore, tried to restrict the training flight to a bare minimum consistent

with safety of operations. The operator however is advised not to compromise

on the standards and where ever necessary additional training flight must be

given.

55

Recommendations

1. Basic helicopter conversion for issue of PPL (H), CPL (H) should be carried

out at the DGCA approved flying Training Establishments e.g.

IGRUA/RWA/Manufacturers facility etc.

2. The ground/ flying training syllabus recommended by the committee and

placed at Appendix B & C respectively should be made applicable for

candidates requiring training for issue of PPL (H), CPL (H) and CPL to CPL

(H).

3. Type conversion Training on different types of helicopters has been

standardized and specified category wise e.g. Light, Medium and heavy.

Grouping of helicopters category-wise has already been given in Appendix E.

4. Syllabus for Ground training and flying training for all types of helicopters

category-wise is placed at Appendix F & G respectively.

5. For initial issue of Instrument Rating on helicopters the requirement of 10

hours of instrument time in the preceding 6 months of date of application

should be carried out at the Training Establishment or Manufacturers facility.

Skill tests for Instrument Rating are to be conducted by two independent

examiners in two separate flights.

56

6. Authorization for non-instrument rated helicopter pilots to fly in visibility

conditions below VMC should be governed strictly in accordance with CAR

on Spl VFR.

7. Pilots engaged in regular night operations like offshore /Medievac should be

given more night flying experience. The present requirement of 5 take off and

landing in the six monthly period is considered inadequate. It is recommended

that in addition to the existing requirement of 5 take-off and landings one

route-flying sortie by night in the preceding 6 months for pilots engaged in

regular night operations should be made mandatory.

8. Offshore flying is a specialized operation and pilots engaged in this role

should be given specific training. For this purpose pilots have been placed in

three categories. Such pilots should go through initial and command training

in offshore role in accordance with the recommendation of the committee

given in the report.

9. Flying in the hills has been categorized into Regular, irregular and one- time

operations. Detailed training profile for experienced and inexperienced pilot in

hill operation has been covered in detail in the report for implementation and

monitoring by the operator.

10. Helicopter is a versatile machine and can be gainfully deployed in variety of

roles. Carriage of loads externally through cargo sling or winch is one such

57

role. The tasks may be wire stringing, cable laying, pylon fixing, electronic

news gathering, power line washing operation and crop spraying etc. Detailed

guidelines are covered in the report.

11. Medical assistance and evacuation of sick and wounded by helicopter is a

routine operation in the developed countries. In India, at present, it is confined

to causality evacuation from offshore platforms by day and might.

Introduction of Helicopter emergency medical service (HEMS) will add a new

dimension to the existing roles of helicopters in the country. Details of HEMS

operation recommended by the committee are included in the report.

12. Recurrent Training at periodical interval is considered imperative and

necessary to ensure standards. Utilization of inexperienced and incompetent

pilot to fly under specialized roles is a sure recipe for disaster. Operators must

ensure that pilot proficiency on the type of helicopter and the role/s in which a

pilot is employed is checked and monitored periodically. Ground training,

simulator, emergency and survival training, CRM training to be imparted

regularly to upgrade skills and knowledge of a pilot.

13. With introduction of twin-engine helicopters, two pilot concepts are in vogue

i.e. captain and co-pilot. A copilot rating be introduced in Section K, Schedule

II of Aircraft Rules 1937 to ensure conduct of proficiency checks of pilots in

the appropriate category.

58

14. Provision should be made in section J of schedule II of Aircraft Rules, 1937 to

enable experienced helicopter pilots holding commercial licenses (CHPL) to

obtain commercial aeroplane licenses (CPL).

15. CAR on Criteria for appointment of Examiners be amended to incorporate

Check pilots and Instructors.

16. More number of Flight Inspectors (H) should be appointed in the DGCA to

improve proficiency and standards of helicopter operators in general and

helicopter pilots in particular. Even Naresh Chandra committee has

recommended it.

17. Safety audit of the helicopter operators should be conducted at least once in

two years to ensure adherence to rules, regulation and practices. Services of

organizations like Rotary Wing Society of India (RWSI) may be obtained for

this purpose.

18. Training establishments may be set up in the country for conduct of ground

training, simulator training etc. at regular interval to reduce cost of training.

Large operators / institutions must come forward and create facilities for such

trainings in public/private sectors.

19. The provisions contained in CAR Section 7 Series D Part 1 on approval of

Flying Training Institutes are considered adequate for certification of

helicopter training establishments.

59

20. The quantum of training flying has been kept to bare minimum to ensure

required standards keeping in mind the safety of operations. The

recommended training pattern is not likely to have any significant financial

implication on the existing operating cost.

Capt Sanjeev Varma Col DK Chand (Retd)

Member Member

Gp Capt AS Butola Shri Pawan Kumar

Member Member Secretary

Gp Capt DC Kaushik (Retd)

Chairman

60

List of Appendices

Appendix Topic

A. DGCA Order

B. Extract of CAR Section 7, Series B, Part IV on CPL(H) and IR(H)

Annexure I - Ground training syllabus SPL(H)

Annexure II - Ground training syllabus PPL(H)

C.

Annexure III - Ground training syllabus CPL(H)

Annexure I. - CPL(H) Syllabus

Annexure II - PPL (H) Syllabus

D.

Annexure III - CPL to CPL(H) Syllabus

E Grouping of helicopters

F Ground Training Syllabus for type conversion

Flying Training Syllabus for type conversion

Annexure I - S/E type to another S/E type

Annexure II - S/E type to another T/E type

G

Annexure III - T/E type to another T/E type

Annexure IV - Similar types

Annexure V - T/E type to Heavy Class of helicopter

61

Annexure VI - H/E or T/E type to Light Helicopter

H Section P Scheduled II, aircraft Rules, 1937- IR (H)

J Extract of CAR Section 7, Part VII on IR (H)

K Instruction for the examiners- IR Test

L Test Performa - IR

M Special VFR - Instruction for the Examiners

N Special VFR – Check Performa

P Test Performa - Offshore flying

Q Hill flying -Ground Training

R Test Performa - External Load

S Instruction for the Examiners- Proficiency Check

T Test Performa - Prof Check

U Instruction for the examiners - Route Check (Off shore)

V Test Performa - Route Check (Off shore)

W Instruction for the examiners - Route Check (Hill Flying)

X Test Performa - Route Check (Hill Flying)

Appendix B

EXTRACT OF CAR SECTION-7 SERIES B PART-IV

COMMERCIAL PILOT’S LICENCE (HELICOPTERS) & INSTRUMENT RATING (HELICOPTERS) - SYLLABUS Air Regulations 1. Aircraft Act, 1934 – Chapter I, Section Short title and extent, definitions,

power to detain aircraft, penalty for act in contravention of rules made

under this act, penalty for flying so as to cause danger.

2. Aircraft Rules, 1937.

3. Rules of the air.

4. Appropriate air traffic services practices and procedures.

Aircraft General Knowledge 5. Principles of operation and functioning of helicopter power plants.

6. Transmission (power-trains), systems and instruments.

7. Operating limitations of appropriate helicopters and power plants.

8. Relevant operational information from the flight manual.

9. Use and serviceability checks of equipment and systems of appropriate

helicopters.

10. Maintenance procedures for airframes, systems and power plants of

appropriate helicopters.

Flight Performance and Planning 11. Effects of loading and mass distribution, including external loads, on

helicopter handling, flight characteristics and performance.

12. Mass and balance calculations.

13. Use and practical application of take-off, landing and other performance

data.

14. Pre-flight and en-route flight planning appropriate to operations under

VFR and IFR.

15. Preparation and filing of air traffic services flight plans.

16. Appropriate air traffic service procedures, position reporting procedures.

17. Altimeter setting procedures; operations in areas of high density traffic.

Human Performance and Limitations 18. Human performance and limitations relevant to the commercial pilot-

helicopters. Meteorology 19. Interpretation and application of aeronautical meteorological reports, charts

and forecasts.

20. Use of, and procedures for obtaining, meteorological information, pre-

flight and in-flight; altimetry.

21. Aeronautical meteorology.

22. Climatology of relevant areas in respect of the elements having an effect

upon aviation.

23. The movement of pressure systems, the structure of fronts, and the origin

and characteristics of significant weather phenomenon, which affect take-

off, en-route and landing conditions.

24. Hazardous weather avoidance.

Navigation

25. Air navigation, including the use of aeronautical charts, instruments and

navigation aids; an understanding of the principles and characteristics of

appropriate navigation systems.

26. Operation of airborne equipment.

27. Practical aspects of air navigation and dead reckoning techniques.

28. Practical air navigation using radio navigation aids.

29. Use, accuracy and reliability of navigation systems used in departure en-

route, approach and landing phases of flight; identification of radio

navigation aids.

Operational Procedures

30. Use of aeronautical documentation such as AIP, NOTAM, aeronautical

codes, abbreviations and instrument procedure charts for departure,

enroute, descent and approach.

31. Appropriate precautionary and emergency procedures.

32. Settling with power, ground resonance, roll-over and other operating

hazards.

33. Safety practices associated with flight under IFR.

34. Operational procedures for carriage of freight including external loads.

35. Potential hazards associated with dangerous goods.

36. Requirements and practices for safety briefing to passengers, including

precautions to be observed when embarking and disembarking from

helicopters.

Principles of Flight

37. Aerofoil, Air flow pattern over aerofoil, Bernoulli’s theorem, Total

reaction, Aerodynamics of fixed wing, Chord, Centre of Pressure,

Movement of CP, Relative Airflow, Angle of attack, Lift and drag.

38. Co-efficient of lift, Change of CL with angle of attack, Stall, Co-efficient of

Drag, Change of CD with angle of attack, Lift Curve, Drag Curve, L/D

ratio.

39. Types of drag : Profile drag, Parasite drag, Induced drag. Variation of drag

with airspeed. Forces acting on the aerofoil lift weight, thrust and drag.

40. Components of helicopter.

41. Swash plate mechanism and attachment of main rotor blades, Feathering

through the action of collective, Flapping action, Flapping hinge, dragging

action, Dragging hinge, Tip path plane, Coning angle, Rotor thrust, Rotor

drag.

42. Main rotor torque, airflow through the main rotor, anti torque reaction,

Action of tail rotors, Anti torque pedals, Control of Yaw, Forces acting on

a helicopter, Tilting of the thrust vector, Roll and Pitch movements,

Altitude control, Direction Control, Comparison of control movements of

helicopter with that of fixed wing aircraft.

43. Tail rotor drift, translating tendency, tail rotor roll, Coriolis effect,

Gyroscopic precession, advance angle. Changes in the rotor thrust due to

flapping. Flapping to equality.

44. Hovering: Vector representation of rotational velocity Vr, inflow velocity,

inflow angle and angle of attack. Rotor thrust, rotor drag, profile drag,

induced drag, total drag curve

45. Transition from hover to forward flight, Translational lift, Inflow roll, Flap

back, Ground effect, Hover IGE, Hover OGE, Re-circulation, Blade

Sailing.

46. Power required curve, Power available curve, Maximum endurance speed,

Maximum range speed, Maximum rate of climb speed. Effect of density

altitude on power available, effect of high all up weight and high density

altitude on power required. Over pitching.

47. Dissymmetry of lift, Retreating Blade Stall, Airflow during high vertical

descent, Stalling at the blade root, Loss of rotor thrust, Power setting

conditions, Recognizing and recovery.

48. Autorotation, One way clutch, Split in engine and rotor RPM, Yaw Forces

acting on the blades, Driving region, Driven region, stabilized descent,

flare and landing, Height Velocity Diagram.

Radio Telephony

49. Radiotelephony procedures.

50. Phraseology as applied to VFR and IFR operations.

Appendix C–(Annexure I)

SYLLABUS FOR SPL (H)

AIR REGULATIONS

(5 lectures) 2 Lectures: Knowledge of terms used in Aviation such as aircraft, aeroplane,

aerodrome, balloon, co-pilot, Director General, flight time, solo flight time, dual flight time, log book, flight crew member, helicopter, licence, prohibited area, take-off, landing, Air Traffic Control, Mayday, PAN, etc.

1 Lecture: The different categories of pilot’s licenses and their privileges

Student Pilot Licence, requirements for issue, renewal, validity and privileges.

1 Lecture: Visual Flight Rules, Responsibility of the Pilot, minimum aircraft

equipment required. 1 Lecture: Ground markings, visual and light signals with specific reference to

visual flights and circuit flying. AIR NAVIGATION

(8 Lectures) 2 Lectures: Basic knowledge of form of earth and the method of representing

sphere (Earth) on a flat surface for mapping. 1 Lecture: Basic knowledge of various units of measure such as - Nautical miles, kilometer, statute mile - Fahrenheit and Celsius, millibars (hectapascal)

- Lbs, kilogram, US and Imperial gallons, liters, and conversion from one to other.

3 Lectures: Elementary knowledge of some navigational instruments such as

Magnetic Compass, Air Speed Indicator, Altimeter and basic knowledge of magnetism.

2 Lectures: Use of Radio Telephony, VHF etc. Elementary understanding of

Radio Navigational Aids such as NDB, VOR, and their uses in aviation (appreciation only).

AVIATION METEOROLOGY

(7 Lectures) 1 Lecture: Elementary knowledge of atmosphere and its properties, Basic

knowledge of temperature, pressure and density and their relationship.

1 Lecture: Elementary knowledge of relationship between pressure and wind.

Elementary knowledge of: a) Variation of wind with height. b) Sea breeze and land breeze. 1 Lecture: Elementary knowledge of different types of clouds and precipitation,

Basic understanding of hazards associated with certain types of clouds.

1 Lecture: Elementary knowledge of the terms --Visibility, Fog, Mist and Haze. 1 Lecture: Elementary knowledge of variation of pressure with height, and the

Q codes-- QNH, QFE and QNE, etc. 1 Lecture: Basic understanding of METAR, SPECI and aerodrome warnings

and their importance in aviation. 1 Lecture: Elementary knowledge of the uses of Anemometer, Aneroid

Barometer, Wind Sock etc.

AIRCRAFT AND ENGINES

(11 Lectures)

1 Lecture: Elementary knowledge of -- density, pressure, temperature, humidity and the relation-ship between them.

2 Lectures: Understanding of the terms – Thrust, drag, lift, weight, aerofoil,

angle of attack, centre of lift, stalling, range endurance etc. 1 Lecture: Elementary knowledge of the forces acting on an aerofoil in level

flight understanding of Bernoulli’s Theorem. 1 Lecture: Elementary knowledge of the primary controls, understanding of the

uses of aileron, rudder, elevator, stabilizer, trimming devices, flaps, landing gear etc.

2 Lectures: General knowledge of the principle of operation of a piston engine

and associated systems. 1 Lecture: Elementary knowledge of the principle of a main Rotor and Tail

Rotor 1 Lecture: Elementary knowledge of weight and balance. 1 Lecture: Basic knowledge of first-aid, the use of generally available first-aid-

kits. 1 Lecture: Elementary knowledge of

i) Certificate of Airworthiness ii) Certificate of Registration iii) Flight Release

Basic Knowledge of the Following Systems of the Type of Helicopter.

(7 Lectures) 2 Lectures: Main Rotor, Tail rotor, Clutch, Gear box and flying controls Landing gear 1 Lecture: electrical system, heating and ventilating system 1 Lecture: flight instruments 2 Lectures: Adequate knowledge of the instrumentation and radio navigation

aids pertaining to the helicopter. 1 Lecture: Basic handling and care of helicopter. Total 38 Lectures

Appendix C-(Annexure II)

SYLLABUS FOR PPL(H)

Air Regulations (7 LECTURES)

1 Lecture: Aircraft Act, 1934 – Chapter I, Short title and extent, definitions,

power to detain aircraft, penalty for act in contravention of rules made under the act, penalty for flying so as to cause danger.

2 Lectures: Aircraft Rules, 1937. 2 Lectures: Rules of the air. 2 Lectures: Appropriate air traffic services practices and procedures. General Knowledge - Helicopter

(6 LECTURES)

2 Lectures Principles of operation of helicopter power plants. 1 Lecture: Principles of operation of transmission (power plants) 1 Lecture: systems and instruments 1 Lecture: Operating limitations of helicopter and power plants. 1 Lecture: Relevant operational information from the flight manual.

Flight Performance and Planning

(6 LECTURES )

1 Lecture: Effects of loading and mass distribution on flight characteristics.

1 Lecture: Mass and balance calculations. Use and practical application of take- off, landing and other performance data.

2 Lectures: Pre-flight and en-route flight planning appropriate to private

operations under VFR 1 Lecture: Preparation and filing of air traffic services flight plans. 1 Lecture: Appropriate air traffic service procedures, position reporting

procedures, Altimeter setting procedures operations in areas of high density traffic.

Human Performance and Limitations

(2 LECTURES )

2 Lectures: Human performance and limitations relevant to the private pilot- helicopter.

Meteorology

(5 LECTURES)

2 Lectures: Application of elementary aeronautical meteorology. 2 Lectures: Use of, and procedures for obtaining, meteorological, information. 1 Lecture: Altimetry. Navigation

(6 LECTURES)

5 Lectures: Practical aspects of air navigation and dead reckoning techniques.

1 Lecture: Use of aeronautical charts. Operational Procedures

(4 LECTURES)

1 Lecture: Use of aeronautical documentation such as AIP, NOTAM, aeronautical codes and abbreviations and instrument procedure charts of departure, en-route, descent and approach.

1 Lecture: Appropriate precautionary and emergency procedures. 2 Lectures: Settling with power, ground resonance, roll-over and other, operating

hazards.

Principles of Flight

(12 LECTURES)

1 Lecture: Aerofoil, Air flow pattern over aerofoil, Bernoulli’s theorem, Total reaction, Aerodynamics of fixed wing, Chord, Centre of Pressure, Movement of CP, Relative Airflow, Angle of attack, Lift and drag.

1 Lecture: Co-efficient of lift, Change of CL with angle of attack, Stall, Co-

efficient of Drag, Change of CD with angle of attack, Lift Curve, Drag Curve, L/D ratio.

1 Lecture: Types of drag: Profile drag, Parasite drag, and Induced drag, variation

of drag with airspeed. Forces acting on the aerofoil lift weight, thrust, and drag.

1 Lecture: Components of helicopter. 1 Lecture: Swash plate mechanism and attachment of main rotor blades,

Feathering through the action of collective, Flapping action, Flapping hinge, dragging action, Dragging hinge, Tip path plane, Coning angle,

Rotor thrust, Rotor drag.

1 Lecture: Main rotor torque, airflow through the main rotor, anti torque

reaction, Action of tail rotors, Anti torque pedals, Control of Yaw, Forces acting on a helicopter, Tilting of the thrust vector, Roll and Pitch movements, Altitude control, Direction Control, Comparison of control movements of helicopter with that of fixed wing aircraft.

1 Lecture: Tail rotor drift, translating tendency, tail rotor roll, Coriolis effect,

Gyroscopic precession, advance angle. Changes in the rotor thrust due to flapping. Flapping to equality.

1 Lecture: Hovering: Vector representation of rotational velocity Vr, inflow

velocity, inflow angle and angle of attack. Rotor thrust, rotor drag, profile drag, induced drag, total drag curve

1 Lecture: Transition from hover to forward flight, Translational lift, Inflow

roll, Flap back, Ground effect, Hover IGE, Hover OGE, Re-circulation, Blade Sailing.

1 Lecture: Power required curve, Power available curve, Maximum endurance

speed, Maximum range speed, Maximum rate of climb speed. Effect of density, altitude on power available, effect of high all up weight and high density altitude on power required. Over pitching.

1 Lecture: Dissymmetry of lift, Retreating Blade Stall. Airflow during high

vertical descent, Stalling at the blade root, Loss of rotor thrust, Power setting conditions, Recognizing and recovery.

1 Lecture: Autorotation, One way clutch, Split in engine and rotor RPM, Yaw

Forces acting on the blades, Driving region, Driven region, stabilised descent, flare and landing, Height Velocity Diagram.

Radio Telephony

(3 LECTURES)

1 Lecture: Radiotelephony procedures 1 Lecture: phraseology as applied to VFR and IFR operations. 1 Lecture: Action to be taken in case of communication failure

Total 51 Lectures from SPL(H) to PPL(H)

Appendix C-(Annexure III)

SYLLABUS FOR CPL (H) Commercial Pilot’s Licence (Helicopters) & Instrument Rating (Helicopters) Air Regulations

(7 LECTURES)

1 Lecture: Aircraft Act, 1934 – Chapter I, Section Short title and extent, definitions, power to detain aircraft, penalty for act in contravention of rules made under this act, penalty for flying so as to cause danger.

2 Lectures: Aircraft Rules, 1937. 2 Lectures: Rules of the air. 2 Lectures: Appropriate air traffic services practices and procedures.

General Knowledge - Helicopter

(6 LECTURES) 1 Lecture: Principles of operation and functioning of helicopter power plants. 1 Lecture: Transmission (power-trains), systems and instruments. 1 Lecture: Operating limitations of appropriate helicopters and power plants. 1 Lecture: Relevant operational information from the flight manual. 1 Lecture: Use and serviceability checks of equipment and systems of

appropriate helicopters. 1 Lecture: Maintenance procedures for airframes, systems and power plants of

appropriate helicopters.

Flight Performance and Planning

(6 LECTURES)

1 Lecture: Effects of loading and mass distribution, including external loads, on helicopter handling, flight characteristics and performance.

1 Lecture: Mass and balance calculations. Use and practical application of take-

off, landing and other performance data. 2 Lectures: Pre-flight and en-route flight planning appropriate to operations

under VFR and IFR. 1 Lecture: Preparation and filing of air traffic services flight plans. 1 Lecture: Appropriate air traffic service procedures, position reporting

procedures, altimeter setting procedures; operations in areas of high density traffic.

Human Performance and Limitations

(2 LECTURES)

2 Lectures: Human performance and limitations relevant to the commercial pilot- helicopters.

Meteorology

(11 LECTURES)

2 Lectures: Interpretation and application of aeronautical meteorological reports, charts and forecasts.

1 Lecture: Use of, and procedures for obtaining, meteorological information,

pre-flight and in-flight; altimetry. 4 Lectures: Aeronautical meteorology.

1 Lecture: Climatology of relevant areas in respect of the elements having an

effect upon aviation. 2 Lectures: The movement of pressure systems, the structure of fronts, and the

origin and characteristics of significant weather phenomenon which affect take-off, en-route and landing conditions.

1 Lecture: Hazardous weather avoidance. Navigation

(12 LECTURES)

5 Lectures: Air navigation, including the use of aeronautical charts, instruments and navigation aids; an understanding of the principles and characteristics of appropriate navigation systems.

1 Lecture: Operation of airborne equipment. 2 Lectures: Practical aspects of air navigation and dead reckoning techniques. 2 Lectures: Practical air navigation using radio navigation aids. 2 Lectures: Use, accuracy and reliability of navigation systems used in departure

en- route, approach and landing phases of flight; identification navigation aids.

Operational Procedures

(5 LECTURES)

1 Lecture: Use of aeronautical documentation such as AIP, NOTAM, aeronautical codes abbreviations and instrument procedure charts for departure, enroute, descent and approach.

1 Lecture: Appropriate precautionary and emergency procedures.

1 Lecture: Settling with power, ground resonance, roll-over and other operating

hazards. 1 Lecture: Safety practices associated with flight under IFR. 1 Lecture: Operational procedures for carriage of freight including external

loads. Potential hazards associated with dangerous goods. Requirements and practices for safety briefing to passengers, including precautions to be observed when embarking and disembarking from helicopters.

Principles of Flight

(12 LECTURES)

1 Lecture: Aerofoil, Air flow pattern over aerofoil, Bernoulli’s theorem, Total reaction, Aerodynamics of fixed wing, Chord, Centre of Pressure, Movement of CP, Relative Airflow, Angle of attack, Lift and drag.

1 Lecture: Co-efficient of lift, Change of CL with angle of attack, Stall, Co-

efficient of Drag, Change of CD with angle of attack, Lift Curve, Drag Curve, L/D ratio.

1 Lecture: Types of drag: Profile drag, Parasite drag, and Induced drag.

Variation of drag with airspeed. Forces acting on the aerofoil lift weight, thrust, and drag.

1 Lecture: Components of helicopter. 1 Lecture: Swash plate mechanism and attachment of main rotor blades,

Feathering through the action of collective, Flapping action, Flapping hinge, dragging action, Dragging hinge, Tip path plane, Coning angle, Rotor thrust, Rotor drag

1Lecture: Main rotor torque, airflow through the main rotor, anti torque

reaction, Action of tail rotors, Anti torque pedals, Control of Yaw, Forces acting on a helicopter, Tilting of the thrust vector, Roll and Pitch movements, Altitude control, Direction Control, Comparison of control movements of helicopter with that of fixed wing aircraft.

1 Lecture: Tail rotor drift, translating tendency, tail rotor roll, Coriolis effect,

Gyroscopic precession, advance angle. Changes in the rotor thrust due to flapping. Flapping to equality.

1 Lecture: Hovering: Vector representation of rotational velocity (Vr), inflow velocity, inflow angle and angle of attack. Rotor thrust, rotor drag, profile drag, induced drag, total drag curve

1 Lecture: Transition from hover to forward flight, Translational lift, Inflow

roll, Flap back, Ground effect, Hover IGE, Hover OGE, Re-circulation, Blade Sailing.

1 Lecture: Power required curve, Power available curve, Maximum endurance

speed, Maximum range speed, Maximum rate of climb speed. Effect of density altitude on power available, effect of high all up weight and high density altitude on power required. Over pitching.

1 Lecture: Dissymmetry of lift, Retreating Blade Stall. Airflow during high

vertical descent, Stalling at the blade root, Loss of rotor thrust, Power setting conditions, Recognizing and recovery.

1 Lecture: Autorotation, One way clutch, Split in engine and rotor RPM, Yaw

Forces acting on the blades, Driving region, Driven region, stabilized descent, flare and landing, Height Velocity Diagram.

Radio Telephony

(3 LECTURES) 1 Lecture: Radiotelephony procedures

1 Lecture: Phraseology as applied to VFR and IFR operations. 1 Lecture: Action to be taken in case of communication failure.

TOTAL 64 LECTURES : FROM SPL(H) to CPL(H)

Annexure I to Appendix D

FLYING TRAINING SYLLABUS AB-INITIO TO CHPL

NO. OF SORTIES S No.

EXERCISE DUAL PIC

DUAL TOTAL DUAL

PIC TOTAL PIC

GRAND TOTAL

1

Cockpit familiarisation, External checks, Pre-starting checks, Engine Start up, Warm up & run down procedure. Preparation for flight and action after.

On Ground - - - - -

2

Familiarisation (Circuit leaving, local flying area) Effect of cyclic, collective, rudder and engine controls. Further effects of cyclic and rudder. Circuit rejoining (race course pattern) Airfield layout.

1 - 00:45 00:45 - - 00:45

3

Circuit leaving, climb and climbing turns, level flight & level turns, descending & descending turns & circuit rejoining

2 02:00 02:45 - - 02:45

4

Effects of control while hovering (cyclic, rudder & collective). Further, effects of cyclic & rudder, effect of wind on hovering

2 02:00 04:45 - - 04:45

5 Hovering & landing, forward sideways, backward flights & turning on the spot. Square pattern on ground.

3 02:15 07:00 - - 07:00

6 Repeat Ex. 5, takeoff, standard circuit, approach hover landing 3 05:00 12:00 - - 12:00

7

Repeat Ex. 6, Auto Rotation (symptoms of engine failure, immediate action to be taken, Auto Rotative Flight, Effect of wind Air speed & collective on Auto Rotative Flight Demonstration of flare height flare & landing/ overshoot).

3 03:00 15:00 - - 15:00

8

Repeat Ex. 7, Quick stop, Hovering, Take off, Circuit, Normal approach & hover landings. Engine failure at varying height & IAS.

5 05:00 20:00 - - 20:00

9 Check Flight & PIC 1 1 00:45 20:45 00:30 00:30 21:15

10 Dual check & Second PIC 1 1 00:45 21:30 00:45 01:15 22:45

11 Dual check & Third PIC 1 1 00:45 22:15 00:45 02:00 24:15

12 4th PIC Flight 1 1 00:45 23:00 01:00 03:00 26:00

13 PC 1 - 01:00 24:00 - 03:00 27:00

14 Consolidation 1 8 01:00 25:00 08:00 11:00 36:00

15

PN 3 7 06:30 31:30 - 11:00 42:30

16 PC 1 - 03:00 34:30 - 11:00 45:30

17 PN - - - 34:30 06:00 17:00 51:30

18 IF - - 10:00 44:30 - 17:00 61:30

19 Navigation 2 8 06:00 50:30 24:00 41:00 91:30

20 Max power / Steep app 6 6 06:00 56:30 06:00 47:00 103:30

21 Restricted and sloppy area Op 3 - 03:00 59:30 - 47:00 106:30

22 Advance GF (180 & 200 speed auto, Max load Op) 8 14 08:00 67:30 14:0

0 61:00 128:30

23 IF - - 10:00 77:30 - 61:00 138:30

24 NF 6 3 05:00 82:30 03:30 64:30 147:00

25 Skill Test Day and C & L PIC - 2 - 82:30 01:3

0 66:00 148:30

26 Skill Test Night and Night PIC - 2 - 82:30 01:30 67:30 150:00

Annexure II to Appendix D

FLYING TRAINING SYLLABUS

AB-INITIO TO PPL(H)

No. OF SORTIES S. No.

EXERCISE DUAL PIC/

SOLO

DUAL TOTAL DUAL

PIC/ SOLO

TOTAL PIC/

SOLO

GRAND TOTAL

1

Cockpit familiarisation, External checks, Pre-starting checks, Engine Start up, Warm up & run down procedure. Preparation for flight and action after.

On Ground - - - - -

2

Familiarisation (Circuit leaving, local flying area) Effect of cyclic, collective, rudder & engine controls. Further effects of cyclic & rudder. Circuit rejoining (race course pattern) Air field layout

1 - 00:45 00:45 - - 00:45

3

Circuit leaving, climb & climbing turns, level flight & level turns, descending & descending turns & circuit rejoining

2 - 02:00 02:45 - - 02:45

4

Effects of control while hovering (cyclic, rudder & collective) Further, effects of cyclic & rudder effect of wind on hovering

2 - 01:30 04:15 - - 04:15

5

Hovering & Landing, Forward sideways, backward flights & turning on the spot. Square pattern on ground

3 - 02:15 06:30 - - 06:30

6 Repeat Ex. 5, take off, standard circuit, approach hover landing 5 - 05:00 11:30 - - 11:30

7

Repeat Es. 6, Auto Rotation (symptoms of engine failure, immediate action to be taken, Auto rotative Flight, Effect of wind Airspeed & collective on Auto rotative flight demonstration of flare height flare and landing / overshoot).

3 - 03:00 14:30 - - 14:30

8

Repeat Ex. 7, Quick stop, Hovering, Take off, Circuit, Normal approach & hover landings. Engine failure at varying height & IAS.

3 - 03:00 17:30 - - 17:30

9 First solo check & I solo 1 1 00:45 18:15 00:30 00:30 18:45 10 Dual check & Second solo 1 1 00:45 19:00 00:45 01:15 20:15 11 Dual check & Third solo 1 1 00:45 19:45 00:45 02:00 21:45 12 Fourth Solo - 1 - 19:45 01:00 03:00 22:45

13 Consolidation 1 4 00:45 20:30 04:00 07:00 27:30 14 PN 2 - 04:00 24:30 - 07:00 31:30 15 Circuit & Landing Consolidation - 3 - 24:30 03:00 10:00 34:30 16 PN - 2 - 24:30 04:15 14:15 38:45 17 Skill Test / PC Solo - 2 - 24:30 01:15 15:30 40:00

Annexure III to Appendix D

CPL TO CPL(H) (WITH MINIMUM 500 HRS, PIC) S. No

EXERCISE NO. OF SORTIES

DUAL TOTAL DUAL

PIC TOTAL PIC

GRAND TOTAL

1 Cockpit familiarisation External checks, Pre starting, Engine Start Up, Warm up & run down procedure

On Ground - - - - -

2

Air experience Familiarisation (Circuit leaving, local flying area) Effect of cyclic, collective rudder & engine controls. Further effects of cyclic and rudder. Circuit rejoining (race course pattern) Airfield layout. Circuit leaving climbing & level turns, descent & descending turns & circuit rejoining

1 00:45 00:45 - - 00:45

3 Effects & further effects of controls, effect of wind on hovering 1 00:45 01:30 - - 01:30

4 Hovering & landing, forward side ways, backward flights & turning on the spot 2 01:30 03:00 - - 03:00

5 Repeat Sl No. 4, take off, standard circuit, approach, hover landing & quick stops 1 01:00 04:00 - - 04:00

6 Hovering, Take off, Circuit, Normal approach & hover landings, quick stop, Engine failure at varying height & IAS. Straight-in Auto-Rotation.

1 01:00 05:00 - - 05:00

7 Check Flight 1 01:00 06:00 - - 06:00

8 First PIC Flt (Hovering, Normal take off circuit approach & landings) 1 - 06:00 00:3

0 00:30 06:30

9 Repeat Sl No. 7. Second PIC Flt as in 8 2 00:30 06:30 00:45 01:15 07:45

10 Repeat Sl No. 8 Third PIC Flt 1 - 06:30 01:00 02:15 08:45

11 4th PIC Flt as in 8 1 - 06:30 01:00 03:15 09:45

12 Hovering, Take off normal Max. Power & restricted power, take off Normal, Steep approach. No. Hover & restricted power landing. Solo C & L

4 00:45 07:15 04:45 08:00 15:15

13 Navigation 4 01:00 08:15 07:00 15:00 23:15

14 Unfamiliar Ground Landing & General Flying 6 00:45 09:00 05:00 20:00 29:00

15 Night Flying 1 01:00 10:00 - 20:00 30:00 Note:

1. The flying hours shown in the syllabus are considered as the bare minimum to attain the required

proficiency and may have to be increased if the progress of the pupil is slow.

2. During every dual sortie a minimum of one emergency will be demonstrated / practiced / revised.

3. Exercise and flying times shown above may be increased or decreased for each student independently

depending on the progress and proficiency of the respective student, and to regain currency in case there

been a break in flying.

APPENDIX ‘E’

Grouping of Helicopters

Group I

Group II

Group III

Robinson R-22 Robinson R-44 Hiller Bell-47 Schweizer-300/330 Chetak Cheetah (Lama) Bell-206-B3/L3/L4 Bell-407 AS-350 MD-500/520/600 EC-120/130/135

AS-365-N/N2/N3 Bell-222/230/430 Bell-212/412 AS-355 S-76 A-109 Dhruv

Mi-172

Appendix ‘F’

GROUND TRAINING SYLLABUS FOR TYPE CONVERSION

S.No DESCRIPTION THEORY (Hrs.)

1 General • General Description, and leading particulars • Dimensions • Entry, exit, emergency exits • Skid landing gear as applicable • Ground Handling • Mooring of Helicopter • Seats • Emergency equipment (Axe, Portable fire extinguisher, First Aid

Kit). • Weight and CG limitations • Demarcations of loading • Ventilation System, Air Conditioning System as applicable • Noise reduction panels.

2

2 Rotor System Main Rotor

• Brief Description of Main Rotor Blade and Hub, Mast movement indication and NR indication.

• Upper Control of Main Rotor • Tracking and Balancing procedure

Tail Rotor • Description of Tail Rotor Blade, Hub & Upper controls • Dynamic balancing

2

3 Transmission • MGB

Ø Description Ø Power Train Ø Oil System

• Description and Operations of AGB, TGB • Tail Drive Shaft, Rotor Brake system • Diagnosis of Transmission System.

2

4 Flight Control System • Concept of Control • Main rotor Lower Control System Collective & Cyclic longitude

with Force feel / Trim Actuator • Main rotor cyclic lateral with Force feel / Trim Actuator • Tail rotor Control System

1

5 Hydraulic System

• Flight Control Hydraulic System Basic Circuit • Hydraulic pump • Hydraulic Package • Hydraulic Actuators • Rotor Brake Details • Cockpit Indications

2

6 Engine • Introduction, Basic construction, Descriptions Dimensions &

Weight, Ratings • Conventional Engine Control, FADEC concepts, as applicable • Engine Fuel System operations, Emergency Fuel Manual control

operation Engine Oil System, Engine Air System Fire Extinguishing System, Drain System

• Helicopter fuel system operation • Engine starting, Particle separator (where applicable)

3

7 Electrical • DC Power generation & distribution system • AC Power generation & distribution system • Engine Starting System • Engine Control System • Fire detection and extinguishing • Hydraulic System • Fuel System • Lighting system • Centralised warning system • Air Conditioning System (where applicable) • Smoke detectors • Engine Failure Warning Unit

4

8 Instruments • Description of Instrument Panel • Stand by Gyro Horizon • Engine Instruments • Fuel Display management system • Hydraulic and transmission instruments • Miscellaneous Instruments

Ø OAT, MMI, A/C clock Ø Oxygen systems (where applicable)

2

9 AFCS (where applicable) • Introduction to AFCS, Principle of operations & AFCS functions • System components • System operation • Fly through modes, harmonization and calibration of AHRS

3

10 Avionics(as applicable)

• All Avionics system of the helicopter Ø ICS, VHF (AM) Systems Ø HF (SSB), ADF Systems Ø Radio Altimeter, Weather Radar, ATC Transponder Ø EFIS, RMS Ø GPS, ELT Ø FDR & CVR, VOR & DME & ILS Ø VOR ILS & DME

6

11 Brief Maintenance Procedures • Pre flight and Post flight Checks • Re fueling and De fueling • Hydraulic oil & Lubricating oil checks and replenishments (List of

POL’s)

1

Total 28 Hrs. Note: The ground training syllabus is to be suitability modified in accordance

with the equipment/instruments installed on the type of helicopter.

Appendix G

TYPE CONVERSION SYLLABUS TO BE CONDUCTED AT THE

MANUFACTURER’S TRAINING FACILITY

S. No

Model Course Duration

Ground Training

Simulator Flying Training

Remarks

1. Bell 206B 5 days 20 Hrs. 2:00 Hrs. 5-8 Hrs. 2. Bell 206L ¾ 5 days 20 Hrs. 2:00 Hrs. 5-8 Hrs. 3. Bell 407 5 days 20 Hrs. 2:00 Hrs. 5-8 Hrs. 4. Bell 412 12 days 37.5 Hrs. 9:00 Hrs.

(incl IFR) 8-10 Hrs

5. Bell 212 12 days 37.5 Hrs. 9: 00 Hrs. (incl IFR)

8-10 Hrs.

EUROCOPTER

1. EC-120B 20 Hrs. - 5:30

1:30 tests 7:00

3:30 Basic 1:00 IF 1:00 NF

2. EC-130 30 Hrs. - 5:30 2:00 tests

2:30 GF 1:00 IF 2:00 NF

3. SA 365N 7 days 45:30 Hrs.

- 13:00 1:30 tests :45 IR 14:30

6:15 GF 1:002:30 IF 4:35 NF

4. AS 350B - 5:15 1:30 tests 6:45

3:15 GF 1:00 IF 1:00 NF

5. As 350 BA - 5:00 1:00 Test

(Day)

4:00 GF 1:00 IF

6. As 365 N3 7 days 45:30 Hrs.

- 9:30 1:30 tests :45 IR

5:45 GF 1:30 IF 2:15 NF

7. EC-135 - 5:30 1:30 tests

3:30 GF 1:00 IF 1:00 NF

Annexure 1 to Appendix G

Conversion Training Syllabus From S/E helicopter to Another S/E Type of

Helicopter

Helicopter G Trg. SIM Flying Training

Remarks

Bell 206B, L-3,L-4 20 Hrs. ---- 5:30 hrs + 1:30 hrs

Bell 407 20 Hrs. ---- --do-- EC-120B 20 Hrs. ---- --do-- EC-130 30 Hrs. ---- --do-- EC-135 30 Hrs. ---- --do-- AS-350B/BA 30 Hrs. ---- --do-- MD-600-500/520 30 Hrs. ---- --do--

Basic - 3.30 Hrs IF - 1.00 Hrs NF - 1.00 Hrs Skill Test - Day 0.45 Hrs -Night 0.45 Hrs

Annexure II to Appendix ‘G’

SYLLABUS FOR CONVERSION S/E PILOTS TO T/E TYPE OF HELICOPTERS

Duration Progressive Sortie No.

Exercise

D N D N 1 • External & pre-start checks & start up.

• Taxy, Take off & landing

• Demo : Effects of controls

Ø Use of trim Ø Collective release Ø Rudder & turn coordination Ø Engine handling (Power management)

Pupil Practice Ø Climb & descent, Accl. & Deccl, Med turns.

• Hover practice & ground exercises

1:00

-

1:00

-

2 REPEAT exercise – 1

1:00 - 2:00 -

3 • Circuit & landing with Ø Practice Single Engine (Training mode). Ø Engine failure at TDP & LDP. Ø Practice emergencies

1:00

-

3:00

-

4

• Checks, Procedures & Start up. Pick up, hover & ground exercises. Circuit and landings (with & without AFCS). Hover and Fwd Speed Landing Single Engine. Practice Emergency

1:00

-

4:00

-

5 Repeat Ex. 4

1:00 - 5:00 -

6 Circuit and landing.

0:45 - 5:45 -

7 • Take off • Leave circuit • General handling • Climb and descent

- Acceleration & deceleration control - Turns 30º and 45º bank

• Demo AFCS modes • Rejoin, C & L, slope landings. • Practice Emergency

0:45

-

6:30

-

8 Navigation 1:30 - 8:00 -

9 Navigation

1:30 - 9:30 -

10 Instrument Flying

• Acceleration, deceleration • Climbing turns • Medium Level turns • Steep turns • Descending turns • Autorotation • Instrument let down

1:15

-

10:45

-

11 Instrument Flying

• Acceleration, deceleration • Climbing turns • Medium Level turns • Steep turns • Descending turns • Autorotation • Instrument let down

1:15

-

12:00

-

10 Night Flying

• Cockpit lighting system familiarization • Cockpit light management • start up and T/O • C&L • Emergencies

-

0:45

12:00

0:45

12 Night Flying • Start up and T/O • C&L

-

0:45

12:00

1:30

13 Skill Test - Day 0: 45

-

12:45

1:30

14 Skill Test - Night -

0:45

12:45

2:15

Grand Total: 15:00

The breakdown of training profile for conversion of pilots in the country for existing types of on helicopters is given below. The proposed training includes ground training, simulator training and flying training. Breakdown of flying training exercises are indicated in the annexure.

S/No

Helicopter

Grd. Trg.

SIM* Flying Training

Remarks

i SA-365 N, N2,N3

28:00 Hrs.

10 Hrs.

15:00 Hrs.

ii Bell-212 ---do-- 10 Hrs. 15:00 Hrs.

iii Bell-412 ---do-- 10 Hrs. 15:00 Hrs.

iv S-76 ---do--- 10 Hrs. 15:00 Hrs.

v MD-900

---do--

10 Hrs.

15:00 Hrs.

vi AS-355 ---do--- 10 Hrs. 15:00 Hrs.

Basic 6:30 Nav. 3:00 IF 2:30 NF 1:30

Skill Test

Day : 0:45 Night: 0:45

vii

Dhruv

---do---

10 Hrs.

15:00 Hrs.

Total:15:00 Hrs.

* In case a pilot carries out simulator hours on a specific to type full flight

simulator, the flying efforts on type of helicopter will be reduced on a pro rate basis.

Annexure III to Appendix ‘G’

CONVERSION TRAINING SYLLABUS FROMTWIN ENGINE TO ANOTHER TYPE OF TWIN ENGINE HELICOPTER (NOT SIMILAR TYPE)

Duration Progressive Sortie

No. Exercise

D N D N Total

1 1. Demo – External & prestart checks & start up.

2. Taxy 3. Take off & landing (Cat A/B) 4. Demo : Effects of controls

Ø Use of cyclic trim Ø Collective function Ø Rudder & turn coordination Ø Engine handling (Power

management) 5. Practice Ø Climb & descent, Accl & Deccl,

Med turns. 6. Hover practice & ground exercises

1:00 - 1:00 - 1:00

2 1. Take off 2. Leave circuit 3. General handling

Ø Climb and descent Ø Accl & Deccl Ø Steep Turns

4. Demo AFCS 5. Rejoin, C & L, slope landings 6. Practice Emergency

1:00 - 2:00 - 2:00

3 Repeat Ex. 2

1:00 - 3:00 - 3:00

Duration Progressive Sortie No.

Exercise D N D N

Total

4 Instrument Flying 1. Acceleration, Deceleration 2. Climbing turns 3. Medium Level turns 4. Steep turns 5. Descending turns 6. Autorotation 7. Instrument approach & visual landing

0:45 - 3:45 - 3:45

5 Night Flying 1. Cockpit lighting system

familiarisation. 2. Cockpit light management 3. Start up and take off 4. C & L 5. Emergencies

- 0:45 3:30 1:00 4:30

6 Skill Test - Day

0:45 - 4:15 1:00 5:15

7 Skill Test - Night

- 0:45 4:30 1:30 6:00

8 IRT

1:00 - 5:30 6:30 7:00

The breakdown of training profile for conversion of pilots in the country for existing types of on helicopters is given below. The proposed training includes ground training, simulator training and flying training. Breakdown of flying training exercises are indicated in the annexure.

S.No

Helicopter G Trg. SIM

Flying Training

Remarks

i) SA-365N

45:30 10 Hrs. 7:00

ii) Bell-212/412

37:30 9 Hrs. 7:00

iii) S-76/AS-355 52:00 14 Hrs. 7:00

iv) MD-900

24:00 9 Hrs. 7:00

v) Bell 230

37:30 9 Hrs. 7:00

Basic : 3 :00 IF : 0 :45

NF : 0: 45 Test (Day) : 0:45 Test (Night) : 0:45 IR Test : 1:00 ____

Total : 7:00 Hrs.

* It is assumed that a pilot is qualified by Day/Night and Instrument Rated on

the previous type of twin engine helicopter. ** Total flying training includes instrument flying practice on specific to type

simulator followed by an IR Test on type. Simulator Hours are to be carried out on full flight simulator of at least 3 axis. In case of non-availability of simulator or if pilot does not hold IR Rating, full syllabus of 15:00 hours will carried out as given in Annexure II of Appendix G.

Appendix G-(Annexure IV)

Conversion Of Pilots Qualified On Similar Type Within The Same Group:

S. No.

Helicopter G Trg. SIM Flying Training

Remarks

i

Dauphin SA-365 N-N2-N3

20 Hrs. 6 Hrs.* 2:30 Hrs

ii Bell-212/214

20 Hrs. 6 Hrs.** 2:30 Hrs

iii

Bell 206B, L-3/L-4 Bell 407

10 Hrs. --- 2:30 Hrs

iv EC-120B/130

10 Hrs. ---- 2:30 Hrs

v AS-350B/BA

10 Hrs. ---- 2:30 Hrs

Tests as given below**

* Additional flying effort for night endorsement includes IF–1:00, Night

Flying – 1:00, skill test by night – 0:45 which can be carried out on type. This may be reduced on pro rata basis in case it is carried out on specific to type simulator.

** Basic conversion - 2:30 Hrs., Skill Test by day – 0:45 Hrs.

Basic conversion would comprise external and pre-start checks, taxi, hover, ground exercises, take-off, climb & descent, C&L and emergencies.

Annexure V to Appendix G

CONVERSION TRAINING SYLLABUS FROM TWIN ENGINE TO

HEAVY CLASS OF HELICOPTERS (MTOW > 5700 KGS.)

Conversion of pilots endorsed with M/E Helicopters to Heavy class of

helicopters having AUW in excess of 5700 Kgs. (At present, MI-172 is the only

helicopter in this category). Their present conversion syllabus as approved by

DGCA is considered adequate. A Pilot endorsed on Light/Medium helicopter to

Heavy class of helicopters (MTOW > 5700 Kgs.):

a) In case a pilot has previous experience on MI-8/MI-17, following syllabus

to be adopted for conversion:

i) Basic exercises and Emergencies 03:00 ii) Instrument flying 01:00 iii) Night flying 01:00 iv) Skill test (day) 00:45 v) Skill test (night) 00:45

Total 06:30 Hrs.

b) Pilot not having flying experience on MI-8/17 series of helicopters following syllabus may be adopted for conversion:

i) Basic exercises and Emergencies 05:30 ii) Instrument flying 02:15 iii) Night flying 03:15 iv) Skill test (day) 00:45 v) Skill test (night) 00:45

Total 12:30 Hrs.

Annexure VI to Appendix G

Conversion Syllabus For Pilots Endorsed With Heavy/Medium Helicopters To Light Helicopter

The training syllabus will be applicable as given in Annexure IV to Appendix G.

Appendix H

EXTRACT OF SECTION P SCHEDULE II OF AIRCRAFT RULE- 1937

INSTRUMENT RATING (HELICOPTERS) 1. Requirements for issue of Rating— An applicant for an Instrument Rating (Helicopters) shall satisfy the following requirements :— (a) Knowledge— He shall pass a written and oral examination in Air Regulations, Air Navigation and Aviation Meteorology as per the syllabus prescribed for the issue of a Commercial Pilot’s Licence (Helicopters). He shall also pass signals (Practical) examination for interpretation of aural and visual signals for the issue of this rating as per the prescribed syllabus. (b) Experience— He shall produce evidence of having satisfactorily completed as a pilot of a helicopter not less than one hundred fifty hours of flight time which shall include not less than — (i) one hundred hours of flight time as Pilot-in-Command or fifty hours of flight time as Pilot-in-Command and one hundred hours as Co-Pilot performing the duties and functions of a Pilot-in-Command under the supervision of a Pilot who satisfies the flying experience requirements of a Check Pilot. (ii) fifty hours of cross-county flight time as Pilot-in-Command of a helicopter or fifteen hours as Pilot-in-Command and seventy hours as Co-Pilot performing the duties and functions of a Pilot-in-Command under the supervision of a Pilot who satisfies the flying experience requirements of a Check Pilot. (iii) forty hours of Instrument time in helicopters of which not more than twenty hours shall be instrument ground time. A minimum of five hours of instrument time shall have been completed on helicopters within a period of six months immediately preceding the date of application: Provided that in the case of a Pilot who holds a current Instrument Rating(Aeroplanes), he shall have not less than fifty hours of flight time as Pilot-in- Command of helicopter including not less than twenty hours of cross-country flight time and not less than twenty hours of instrument flight time of which not more than ten hours may be instrument ground time. (c) Other Requirements— He shall be:

(i) holder of a current Pilot’s Licence (Helicopters)..(ii) holder of a current Flight Radio Telephone Operator’s Licence for operation of radio telephone apparatus on board an aircraft issued by the Director-General. (d) Flying Training— He shall have completed the flying training in accordance with the syllabus as prescribed by the Director-General. (e) Skill— He shall have demonstrated to the satisfaction of the Examiner his competency to fly a helicopter in respect of which Instrument Rating is desired, solely with the aid of instruments by undergoing an instrument flight test within a period of six months immediately preceding the date of application for the rating. The flight test shall be carried out in accordance with the syllabus as prescribed by the Director-General. The Director-General may, however, allow such tests or part thereof to be carried out on an approved simulator for the type of aircraft. 2. Validity— The period of validity shall commence from the date of issue or renewal of the Instrument Rating. The rating shall be valid for a period of twelve months from the date of the satisfactory completion of the Instrument Rating Flight Test as laid down in para 1(e). 3. Renewal— The Instrument Rating may be renewed on receipt of satisfactory evidence of the applicant : (a) having satisfactorily completed the Instrument Rating Flight Test as laid down in para 1(e). (b) having a current Flight Radio Telephone Operator’s Licence issued by the Director-General for operation of radio telephone apparatus on board an aircraft. 4. Extension of Instrument Rating— For extension of Instrument Rating to include an additional type of helicopter, an applicant shall be required to produce evidence of having satisfactorily completed the flight tests in accordance with para 1(e) in respect of the type of helicopter for which the extension of Instrument Rating is desired. The flight test shall have been completed within a period of six months immediately preceding the date of application for the extension of Instrument Rating. 5. Privileges— Subject to the validity of the Instrument Rating, the privileges of the holder shall be to fly under the Instrument Flight Rules, the types of helicopters on which he has demonstrated his competency in accordance with para 1(e).

Appendix J

CAR SECTION 7 SERIES B PART VII DUAL INSTRUMENT FLYING INSTRUCTIONS Instrument Rating (Helicopter) The pilot shall have gained 10 hours of the instrument flight time while receiving dual instrument flight instructions in helicopters from an authorised flight instructor, who shall ensure that the pilot has operational experience in at least the following areas and to the level of performance required for the holder of an instrument rating: a) pre-flight procedures for IFR flights, including the use of the flight manual

or equivalent document, and appropriate air traffic services documents in the preparation of an IFR flight plan;

b) pre-flight inspection, use of check-lists, taxiing and pre-take off checks; c) procedures and maneuvers for IFR operation under normal, abnormal and

emergency conditions covering at least; - transition from visual to instrument flight on take off; - standard instrument departures and arrivals; - en-route IFR procedures; - holding procedures; - instrument approaches to specified minima; - missed approach procedures; - landings from instrument approaches, including circling; d) in-flight maneuvers and particular flight characteristics; and

e) if appropriate, operation of a multi-engine helicopter in the above exercises, including operation of the helicopter solely by reference to instruments with one engine simulated inoperative. This exercise should be carried out at a safe altitude unless carried out in a simulator.

Appendix ‘K’

HELICOPTER PILOT - IR TEST

INSTRUCTIONS FOR INSTRUCTOR/ EXAMINER.

A. GROUND CHECKS

1. Status of initial or recurrent ground training

Has the pilot attended all required recurrent training? a. Ground Training according to approved syllabi. b. Flight/Simulator Training according to approved syllabi c. Check the pilot's knowledge of:

i) ATC procedures in controlled airspace ii) R/T Procedures iii) Use of navigation aids

2. Performance and limitations

The pilot must explain his knowledge of Performance limitations of type of helicopter being used.

3. Mass & Balance

The pilot must explain how Mass & Balance calculations are

performed in compliance with C of G (center of gravity) limitations specified in the Flight Manual.

4. Emergency procedures

The pilot's knowledge of emergency procedures specified in the

Flight manual.

5. Aerodrome circuit procedures The pilot's knowledge of the circuit procedure at the aerodrome

being used.

B. PRE-FLIGHT

1. Flight planning Pilot’s ability to perform all necessary flight planning especially for an IFR flight. 2. Pre-flight inspection Check of documentation and acceptance of helicopter important items to look for during external check 3. Use of checklist The pilot must explain how the checklist is used. 4. Engine starting procedure Ask the pilot for his reaction to a hot start. Check that a fireguard is posted. Check that the pilot ensures a clear area before start-up. 5. Cockpit check after starting

Check that the pilot ensures all checks performed and all doors

closed.

6. Departure briefing A normal departure briefing for procedures to use during an IFR departure. 7. Navigation system set-up Check pilot's ability to perform correct set-up of all navigation aids. 8. Taxi

Check the pilot is confirming a clear area before taxiing. If taxiing

on wheels – check that braking action is assured. If hover taxiing – check hover taxi height.

C. DEPARTURE Instrument take-off. Establish helicopter in a hover and let the pilot perform a take off with

reference only to instruments. Check that climb is maintained and at the same time the speed is increasing to climb speed.

D. CLIMB

Instrument departure procedure Check that correct procedure is followed (SID) E. TRAFFIC PATTERN

1. Joining traffic pattern

Ensure the traffic pattern is joined correctly

2. Maintaining circuit altitude and speed

Self explanatory.

F. GENERAL FLYING

1. Level flights with different speeds maintaining heading and altitude Self explanatory.

2. Coordinated “S” turns.

A maneuver where the pilot can demonstrate his ability to fly the

helicopter in a controlled way.

3. 360 turns (gentle and steep). Checking the pilot's ability to change power setting to maintain

speed. Rate 1 turns on instruments (1 min. for 180 degrees).

4. Holding pattern

Joining the pattern. – Adjusting to estimated approach time.

5. Preparation for instrument approach

Approach briefing – navigation aids set-up – Checklist.

G. APPROACH Instrument (ILS – VOR – NDB – Loc. – GPS)

Approach procedure – Stabilised approach in time – diversions from track,

speed, altitude etc.

H. IN FLIGHT EMERGENCIES Important: Unless the emergencies are performed in a simulator, the

different emergencies must be simulated and performed in a manner not influencing the safety of the flight.

1. Engine fire

Check the pilot's ability to cope with the emergency without initial

use of the checklist, and make sure the checklist is used thereafter.

2. Electrical fire Check the pilot's ability to cope with the fire (knowledge of location

of circuit breakers – fire extinguisher – getting rid of smoke etc.)

3. Engine failure In a T/E helicopter – Check the pilot's reaction to and handling of an

engine failure (reduction of power setting – evaluation of engine conditions – selection of action to take – use of checklist – decision on restarting the engine etc.).

4. Hydraulic failure Shut off of a hydraulic system is only permitted in helicopters

approved for being controlled without the hydraulic system. The system must be restored immediately in case of control problems.

5. Tail rotor failure Tail rotor failures should only be performed in a simulator.

6. Autorotation and recovery All practice auto rotations must be performed with a power recovery

at a safe altitude. 7. Autopilot failure Evaluate the pilot's ability to observe the failure, take corrective

action and perform flying without the autopilot. I. GENERAL FLIGHT ABILITY

1. Radio communication procedures

Check the pilot's ability to perform communication with ATC/ATS

in a proper way.

2. Co-ordination

Check the pilot's ability to co-ordinate with other involved personnel

throughout the flight. Especially co-ordination between pilots when

a two pilot operation is being evaluated.

3. CRM & Situation awareness

Evaluate the pilot's ability to evaluate the situation and take

necessary actions.

RESULT OF CHECK Passed

If everything is performed to examiners satisfaction, the check is

passed.

Failed

The reason for failure of items must be noted in the

Remarks/Comments column with action required remarks (training–

withdrawal of license etc.).

REMARKS/COMMENTS -The examiner may enter remarks in this column such as “Very well

performed” or “passed but below normal standards, propose more training”.

Appendix ’L’

IR TEST PROFORMA

Company :__________________ Name of Pilot : _________________ License No. _________________ Date of last Check_______________ Examiner _________________

Date of check : _________________ Block time (D/N) _______________ Location _________________ Type of Helicopter______________ Registration _________________

Instrument Rating A. Ground Checks 1. Status on recurrent training 2. Performance and limitations 3. Mass & Balance 4. Emergency procedures 5. Aerodrome circuit procedures B. Preflight 1. Flight planning 2. Pre-flight inspection 3. Use of checklist 4. Engine starting procedures 5. Cockpit check after starting 6. Departure briefing 7. Navigation systems set-up 8. Taxi C. Hover 1. 3-5 ft hover over spot. 360 turns (L & R) D. Departure Instrument take-off

E. Climb 1. Instrument departure procedure Instrument Rating F. Traffic pattern 1. Joining traffic pattern 2. Maintaining circuit altitude and speed G. Air work 1. Level flights with diff. speeds (hdg. – alt.) 2. Coordinated “S” turns 3. 360 turns (Rate 1 & 30 degrees bank) 4. Holding pattern 5. Preparation for Instrument approach H. Approach 1. Instrument (ILS–VOR-NDB–Loc – GPS) I. In flight emergencies 1. Engine fire 2. Electrical fire 3. Engine failure 4. Hydraulic failure 5. Tail rotor failure 6. Autorotation and recovery 7. Autopilot failure J. General flight ability 1. Radio Communication procedures 2. Co-ordination 3 CRM & Situation awareness S = Satisfactory U = Unsatisfactory N = Not observed N/A =Not

applicable Result of check Passed Failed Remarks/Comments

Pilot’s sign._________________ Examiner’s sign._____________________

Appendix ‘M’

HELICOPTER SPECIAL VFR PROFICIENCY CHECK INSTRUCTIONS FOR INSTRUCTOR/EXAMINER. 1. Ground checks. 2. Status of initial or recurrent ground training:

a) Has the pilot attended all required recurrent training required? b) Ground Training according to approved syllabi. c) Flight/Simulator Training according to approved syllabi d) Check the pilot’s knowledge of:

i) ATC procedures in controlled airspace ii) Content of the Jeppesen Route Manual iii) R/T Procedures iv) Use of navigation aids

1. VFR & Special VFR Weather minima

The pilot must have complete knowledge of these weather minima.

4. Requirement to helicopter equipment.

The pilot must know which equipment must be installed in the helicopter when operated within controlled airspace.

5. Aerodrome Runway, SID’s & STAR’s in use

Check the pilots knowledge of this and which influence it may have on Special VFR operations.

6. Procedure in case of denial for Special VFR

Check the pilot’s knowledge of procedure to be followed in case of denial for Special VFR in control zone. It must be stressed that unless he has an Instrument Rating and the helicopter is approved for IFR flying, he must not accept an IFR clearance, but must remain clear of clouds and maintain

visual contact with the ground. In worst case, if the visibility unexpectedly decreases, the pilot must look for an open area and land the helicopter.

PRE-FLIGHT 1. Flight planning

Pilots ability to perform all necessary flight planning especially for a Special VFR flight. The main issue is the weather forecast, actual weather, expected weather on route to be flown, extra fuel for routing at low level (minimum is 500 ft!) etc.

2. Pre-flight inspection :

Check of documentation and acceptance of helicopter. Assurance about helicopter being equipped as required.

3. Use of checklist :

Explanation from pilot how the checklist is used.

2. Engine starting procedure :

a) Check that a fireguard is posted. b) Check that the pilot ensures a clear area before start-up.

5. Cockpit check after starting

Check that the pilot ensures all checks performed and all doors closed.

6. Departure briefing :

A briefing about the planned route out of control zone. 7. Navigation system set-up

Check pilots’ ability to perform correct set-up of navigation aids.

8. Taxi

Check the pilot is confirming a clear area before taxiing. If taxiing on wheels – check that braking action is assured. If hover taxiing – check hover taxi height.

DEPARTURE 1. Departure Route

Check that the departure route is followed Check that the take-off is performed using a procedure that will ensure a safe forced landing in case of an engine failure (If S/E).

2. Altitude and speed. Ensure that assigned altitude is maintained and that flight is not taking

place below minimum flight altitudes. Check that a speed ensuring adequate opportunity to observe other traffic or any obstacles is maintained.

3. Maintain visual contact with the surface

Stress the importance of this issue. APPROACH 1. Arrival Route

Ensure the assigned or approved arrival route is followed.

2. Holding If the helicopter is asked to enter a holding outside the control zone, check

that correct procedure is followed. 3. Altitude and speed Check that correct altitude and speed is maintained throughout all

maneuvers.

4. Final Approach

Ensure all pre-landing checks have been performed before final approach is established.

5. Maintaining visual contact with the surface Stress the importance of this issue.

GENERAL FLIGHT ABILITY 1. Radio communication procedures Check the pilots ability to perform communication with ATC/ATS in a

proper way. 2. Co-ordination Check the pilots ability to co-ordinate with other involved personnel

throughout the flight.

CRM & Situation awareness Evaluate the pilots ability to evaluate the situation and take necessary

actions.

RESULT OF CHECK

Passed If everything is performed to examiners satisfaction, the check is passed.

Failed The reason for failure of items must be noted in the Remarks/Comments column with action required remarks ( i.e. more training – not qualified to operate Special VFR).

REMARKS/COMMENTS The examiner may enter remarks in this column such as “Very well performed” or “passed but below normal standards, propose more training”.

APPENDIX ’N’

PERFORMA SPECIAL VFR PROFICIENCY CHECK

Company ____________________ Name of Pilot ____________________ License No. ____________________ Date of last check____________________ Examiner ____________________

Date of check __________________ Block time (D/N) __________________ Location __________________ Type of Helicopter __________________ Registration __________________

Pilot Proficiency A. Ground Checks 1. Status on recurrent training

a. ATC procedures in controlled Airspace b. Content of a Jeppesen Route Manual c. R/T procedures d. Use of Navigation Aids

2. Performance and limitations 3. Mass & Balance 4. Emergency procedures 5. Aerodrome circuit procedures B. Preflight 1. Flight planning 2. Pre-flight inspection 3. Use of checklist 4. Engine starting procedures 5. Cockpit check after starting 6. Departure briefing 7. Navigation systems set-up 8. Taxi C. Departure 1. Departure Route 2. Altitude & speed 3. Maintaining Visual contact with the surface D. Approach

1. Arrival Route 2. Holding 3. altitude & Speed 4. Final Approach 5. Maintaining Visual contact with the surface E. General flight ability 1. Radio Communication procedures 2. Co-ordination 3 CRM & Situation awareness Result of check Passed Failed Entered into Logbook Yes No

Remarks/Comments

Pilots sign.________________ Examiner’s sign_____________________

Appendix P

PERFORMA-OFFSHORE FLYING ROUTE CHECK

Company ____________________ Name of Pilot ____________________ License No. ____________________ Date of last check____________________ Examiner ____________________

Date of check __________________ Block time (D/N) __________________ Location __________________ Type of Helicopter __________________ Registration __________________

Pilot

proficiency A. Ground Checks 1. Status on recurrent training 2. Performance and limitations 3. Mass & Balance 4. Emergency procedures B. Preflight 1. Flight planning 2. Pre-flight inspection 3. Passenger briefing 3. Use of checklist 4. Engine starting procedures 5. Cockpit check after starting 6. Departure briefing 7. Navigation systems set-up 8. Taxi C. En-route

1. Navigation – use of navigation systems 2. Altitude selection 3. Fuel management 4. Position reporting D. Approach & Landing 1. Pre landing checks 2. Approach selection – FP and NFP 3. Deck clearance 4. Final Approach 5. Landing E. Turnaround 1. Passenger handling 2. Baggage and freight handling 3. Refueling procedure 4. Payload calculation 5. Coordination with HLO F. Take off 1. Pre take-off checks 2. Take off procedure G. General flight ability 1. Radio Communication procedures 2. Co-ordination 3 CRM & Situation awareness S = Satisfactory U =

Unsatisfactory N = Not observed

N/A = Not applicable

Result of check Passed Failed Remarks/Comments

Pilots sign.________________________ Examiners sign______________________

Appendix-Q

INITIAL GROUND TRAINING SYLLABUS HILL FLYING Ground Training: It is recommended that the operator covers the following before commencing the flying training:-

a) Density altitude and performance considerations

b) Effects of decreased air density on engine and airframe

c) Type performance-Manufacturer’s Flight Manual

d) Physiological Effects-lack of oxygen and external horizon

e) Mountain winds-convection and air mass stability, wind pattern across

prominent features of rounded shape and sharp contours, standing waves,

rotor streaming turbulence, ridges, conical hills and valleys

f) Transit flying-Pre-flight planning, blade stall, engine failure, wind

assessment enroute, action when caught in a down draught, ridge crossing

and valley flying

g) Wind finding

h) Reconnaissance, approach, landing and take off techniques

i) Winter operations

j) Meteorological peculiarities of the area of operations and its effect on

helicopter operations.

k) Helicopter icing

Appendix ‘R’

TEST PROFORMA - EXTERNAL LOAD FLYING

Company ____________________ Name of Pilot ____________________ License No. ____________________ Date of last check____________________ Examiner ____________________

Date of check __________________ Block time (D/N) __________________ Location __________________ Type of Helicopter __________________ Registration __________________

Pilot

proficiency A. Ground Checks 1. Status on ground training 2. Performance and limitations sling operation 3. Preparation of load, rigging or its attachments 4. Emergency procedures e.g. engine failure, control of flight during oscillation of external load, loss of tail rotor effectiveness

B. Flight Preparation 1. Weather situation a. Weather charts b. Forecasts c. Winds and temperatures 2. Flight planning a. Fuel calculation b. Performance calculation c. Payload calculation with external load 3. Pre-flight inspection including load, sling equipment and jettisoning system

4. Use of checklist 5. Engine starting procedures 6. Cockpit check after starting 7. Departure briefing 8. Navigation systems set-up 9. Hover, take off and landing with external load C. En-route 1. Maneuvering of helicopter during forward flight

2. Route selection D. Approach, Landing 1. Assessment a. Wind direction and velocity

b. Approach briefing 2. Delivering of load at predetermined point

3. Landing 4. repeat exercise E. General flight ability 1. Radio Communication procedures 2. Co-ordination of control during external load Ops. 3 CRM & Situation awareness S = Satisfactory U = Unsatisfactory N = Not observed N/A = Not applicable Result of check Passed Failed Remarks/Comments

Pilots sign.________________________ Examiners sign______________________

Appendix ‘S’

HELICOPTER PILOT PROFICIENCY CHECK

INSTRUCTIONS FOR INSTRUCTOR/EXAMINER.

GROUND CHECKS

1. Status of initial or recurrent ground training

Has the pilot attended all required recurrent training?

a. Ground Training according to approved syllabi. b. Flight/Simulator Training according to approved syllabi c. Check the pilot's knowledge of: i) ATC procedures in controlled airspace ii) R/T Procedures iii) Use of navigation aids

2. Performance and limitations

The pilot must explain his knowledge of: a. Performance Classes 1, 2 and 3. b Performance limitations of type of helicopter being used.

3. Mass & Balance

The pilot must explain how Mass & Balance calculations are performed in compliance with C of G (center of gravity) limitations specified in the Flight Manual.

4. Emergency procedures The pilot's knowledge of emergency procedures specified in the

Flight manual.

5. Aerodrome circuit procedures

The pilot's knowledge of the circuit procedure at the aerodrome being used.

PRE-FLIGHT

1. Flight planning

Pilots ability to perform all necessary flight planning especially for an IFR flight.

2. Pre-flight inspection

Check of documentation and acceptance of helicopter Important items to look for during external check

3. Use of checklist

The pilot must explain how the checklist is used.

4. Engine starting procedure

Ask the pilot for his reaction to a hot start. Check that a fireguard is posted. Check that the pilot ensures a clear area before start-up.

5. Cockpit check after starting

Check that the pilot ensures all checks performed and all doors closed. 6. Departure briefing

A normal departure briefing for procedures to use during an IFR departure.

7. Navigation system set-up

Check pilot's ability to perform correct set-up of all navigation aids.

8. Taxi

Check the pilot is confirming a clear area before taxiing. If taxiing on wheels – check that braking action is assured. If hover taxiing – check hover taxi height.

9. HOVER Check pilot's ability to maintain hover height and controllability of the helicopter during all hover maneuvers. DEPARTURE

1. Normal take-off Check that the take-off is performed using a procedure that will ensure a safe forced landing in case of an engine failure.

1. Max. power take-off

Ensure that the take-off is performed without overtorque of the gearbox.

3. Min. power take-off

a) For helicopters with a wheel undercarriage:

Perform a hover IGE. Subtract an acceptable amount (5-10%) from power required. Land back and request the pilot to perform a running take-off with the reduced power setting. Perform a circuit and perform a running landing with the same limited power available.

b) For helicopters with skid undercarriage:

Perform a high hover (10-12 ft). Perform a take-off with power limited to required for high hover.

CLIMB

1. Climb speed or best angle of climb

If a single engine helicopter is used, check pilot's selection of speed to ensure a safe forced landing in case of an engine failure.

If a twin engine helicopter is used, check pilots knowledge of VTOSS and Vy

2. Power adjustment during climb

Check that adjustment and after take-off checklist is performed at

correct time. 3. Instrument departure procedures Check that correct procedure is followed TRAFFIC PATTERN

1. Joining traffic pattern

Ensure the traffic pattern is joined correctly

2. Maintaining circuit altitude and speed Self explanatory.

GENERAL FLYING

1. Level flights with different speeds maintaining heading and altitude

Self explanatory.

2. Coordinated “S” turns.

A maneuver where the pilot can demonstrate his ability to fly the helicopter in a controlled way.

3. 360 turns (gentle and steep).

Checking the pilot's ability to change power setting to maintain speed. Rate 1 turns on instruments (1 min. for 180 degrees).

4. Holding pattern

Joining the pattern. – Adjusting to estimated approach time.

5. Preparation for instrument approach

Approach briefing – navigation aids set-up – Checklist

6. Quick stops from cruising speed to hover

Preferred to be performed over a runway at 50 ft. Approach the

runway at cruising speed, reduce power to minimum without increase of rotor RPM, maintain altitude, recover into a hover at 50 ft above the runway.

APPROACH

1. Normal

Check that the approach is performed to establish a final approach from a point at a certain height with a certain speed (300 ft – 60 kts.) and that a reduction in speed is combined with reduction in height.

2. Steep

Check that the approach is performed with a speed ensuring avoidance of power settling.

3. Shallow

An approach with reduced available power (could be a landing at high altitude). IN FLIGHT EMERGENCIES

Important: Unless the emergencies are performed in a simulator, the different emergencies must be simulated and performed in a manner not influencing the safety of the flight.

1. Engine fire Check the pilot's ability to cope with the emergency without initial use of the checklist, and make sure the checklist is used thereafter. 2. Electrical fire

Check the pilot's ability to cope with the fire (knowledge of location of circuit breakers – fire extinguisher – getting rid of smoke etc.) 3. Engine failure In a S/E helicopter - Check the pilot's ability to enter autorotation and selection of landing area. Power Recovery at a safe altitude must be performed.

In a T/E helicopter – Check the pilot's reaction to and handling of an engine failure (reduction of power setting – evaluation of engine conditions – selection of action to take – use of checklist – decision on restarting the engine etc.). Consider performing simulated engine failures before and after CDP and LDP and evaluate pilot's reaction. The risk of a twin engine failure is very low. If a simulated twin engine failure is performed, it must be followed by an autorotation with power recovery at a safe altitude.

4. Hydraulic failure

Shut off of a hydraulic system is only permitted in helicopters approved for being controlled without the hydraulic system. The system must be restored immediately in case of control problems.

5. Tail rotor failure

Tail rotor failures should only be performed in a simulator. However a running landing at required speed according to the Flight Manual in event of a tail rotor failure, may be performed in a helicopter with wheel undercarriage.

6. Autorotation and recovery

All practice autorotations must be performed with a power recovery at a safe altitude.

7. Autopilot failure Evaluate the pilot's ability to observe the failure, take corrective action and perform flying without the autopilot.

GENERAL FLIGHT ABILITY

1. Radio communication procedures Check the pilot's ability to perform communication with ATC/ATS in a proper way. 2. Co-ordination Check the pilot's ability to co-ordinate with other involved personnel throughout the flight. Especially co-ordination between pilots when a two pilot operation is being evaluated. 2. CRM & Situation awareness

Evaluate the pilot's ability to evaluate the situation and take necessary actions.

RESULT OF CHECK Passed : If everything is performed to examiners satisfaction, the check is passed. Failed : The reason for failure of items must be noted in the Remarks/Comments column with action required remarks (training – withdrawal of license etc.). REMARKS/COMMENTS

The examiner may enter remarks in this column such as “Very well performed” or “passed but below normal standards, propose more training”.

APPENDIX ’T’

PILOT PROFICIENCY CHECK

Company ____________________ Name of Pilot ____________________ License No. ____________________ Date of last check____________________ Examiner ____________________

Date of check __________________ Block time (D/N) __________________ Location __________________ Type of Helicopter __________________ Registration __________________

Pilot proficiency A. Ground Checks 1. Status on recurrent training 2. Performance and limitations 3. Mass & Balance 4. Emergency procedures 5. Aerodrome circuit procedures B. Preflight 1. Flight planning 2. Pre-flight inspection 3. Use of checklist 4. Engine starting procedures 5. Cockpit check after starting 6. Departure briefing 7. Navigation systems set-up 8. Taxi C. Hover 1. 3-5 ft hover over spot. 360 turns (L & R) 3-5 ft hover forward – backward – sideways D. Departure 1. Normal take-off 2. Max. power take-off 3. Min. power take-off 4. Instrument take-off E. Climb

1. Best climb speed or best angle of climb 2. Power adjustment during climb 3. Instrument departure procedure F. Traffic pattern 1. Joining traffic pattern 2. Maintaining circuit altitude and speed G. Air work 1. Level flights with diff. speeds (hdg. – alt.) 2. Coordinated “S” turns 3. 360 turns (Rate 1 & 30 degrees bank) 4. Holding pattern 5. Preparation for Instrument approach 6. Quick stops from cruising speed to hover H. Approach 1. Normal 2. Steep 3. Shallow 4. Instrument (ILS– VO - NDB – Loc. – GPS) I. In flight emergencies 1. Engine fire 2. Electrical fire 3. Engine failure 4. Hydraulic failure 5. Tail rotor failure 6. Autorotation and recovery 7. Autopilot failure J. General flight ability 1. Radio Communication procedures 2. Co-ordination 3 CRM & Situation awareness

S = Satisfactory U = Unsatisfactory N = Not observed N/A =Not

applicable Result of check Passed Failed

Remarks/Comments

Pilots sign.________________ Examiner’s sign_____________________

Appendix ‘U’

OFFSHORE FLYING - ROUTE-CHECK

INSTRUCTIONS FOR INSTRUCTOR/EXAMINER. GROUND CHECKS 3. Status of recurrent ground training Has the pilot attended all required recurrent training? a. Ground Training according to approved syllabi. b. Flight/Simulator Training according to approved syllabi c. Check the pilots knowledge of: i) ATC procedures in controlled airspace ii) R/T Procedures iii) Use of navigation aids 2. Performance and limitations The pilot must explain his knowledge of: a. Performance Classes 1, 2 and 3.

b. Performance limitations of type of helicopter being used. c. Weather limitations, altitude limitations and special limitations on route to be flown.

3. Mass & Balance The pilot must explain how Mass & Balance calculations are performed in

compliance with C of G (center of gravity) limitations specified in the light Manual.

4. Emergency procedures The pilots knowledge of emergency procedures specified in the Flight

manual.

PRE-FLIGHT 1. Flight planning Pilots ability to perform all necessary flight planning for an offshore flight. 2. Pre-flight inspection Check of documentation and acceptance of helicopter Important items to

look for during external check 3. Passenger briefing Pilots’ assurance about passengers having seen and understood the video

briefing. 4. Use of checklist Since offshore operations are performed as two pilot operations, the use of

checklists must be performed as “challenge and response”. 5. Engine starting procedure Ask the pilot for his reaction to a hot start. Check that a fireguard is posted. Check that the pilot ensures a clear area before start-up. 6. Cockpit check after starting Check that the pilots ensure that all checks are performed and all doors are

closed. 7. Departure briefing A normal departure briefing for procedures to use during an IFR departure. 8. Navigation system set-up Check the pilots ability to perform correct set-up of all navigation aids.

9. Taxi Check the pilot is confirming a clear area before taxiing. If taxiing on

wheels – check that braking action is assured. If hover taxiing– check hover taxi height.

EN-ROUTE

1. Navigation – use of navigation systems Check the pilots ability to use navigation systems to stay on track and planning of descent for approach. 2. Altitude selection Is the best altitude selected taking into consideration weather and w/v? 3. Fuel management Are fuel checks performed at appropriate intervals and is assurance of fuel requirements performed? 4. Is position reporting performed as required.

APPROACH & LANDING

1. Pre landing checks Ensure crew completes checklist 2. Approach selection

Ensure selected approach is correct and that the approach landing is performed by the pilot who has the best view of the helideck. 3. Deck clearance Ensure a deck clearance from the HLO is received.

4. Final approach Ensure that the crew conforms to the correct procedures

a. Approach is to the correct helideck b. FP calls out LDP c. Approach to correct position for hover

5. Landing Check that landing is performed at correct position on the helideck.

TURNAROUND

1. Passenger handling

• Check that correct procedure is used for allowing the HLO to approach the helicopter.

• Check that passengers are guided to and from the helicopter in a safe way.

• Check that a seat belt fastened check of all passengers is performed. 2. Baggage and freight handling. Ensure that all baggage and freight handling is performed in a safe way without anybody getting close to the tail rotor area. If freight is placed in the cabin, make sure it is strapped and secured. 3. Refueling procedure Check that correct procedure is used including fuel sample testing, grounding of helicopter before commencing refueling, posting of fireguards and supervision by one of the pilots.

TAKE-OFF

1. Pre take-off checks Ensure checklist has been completed and clear signal from HLO has been received.

2. Take-off procedure

Ensure that correct take-off procedure is used including positioning over helideck, power application, CDP call-out, rotation, DP for continued flight in case of engine failure and after take-off checklist.

GENERAL FLIGHT ABILITY 1. Radio communication procedures

Check the pilots ability to perform communication with ATC/ATS in a proper way.

2. Co-ordination

Check the pilots ability to co-ordinate with other involved personnel throughout the flight. Especially co-ordination between pilots when a two pilot operation is being evaluated.

3. CRM & Situation awareness

Evaluate the pilots ability to evaluate the situation and take necessary actions.

RESULT OF CHECK 1. Passed

If everything is performed to examiners satisfaction, the check is

passed.

2. Failed

The reason for failure of items must be noted in the

Remarks/Comments column with action required remarks (training –

withdrawal of license etc.).

REMARKS/COMMENTS The examiner may enter remarks in this column such as “Very well

performed” or “passed but below normal standards, propose more training”.

Appendix ‘V’

PROFORMA-OFFSHORE FLYING ROUTE-CHECK

Company ____________________ Name of Pilot ____________________ License No. ____________________ Date of last check____________________ Examiner ______________________

Date of check __________________ Block time (D/N) __________________ Location __________________ Type of Helicopter __________________ Registration __________________

Pilot proficiency A. Ground Checks 1. Status on recurrent training 2. Performance and limitations 3. Mass & Balance 4. Emergency procedures B. Preflight 1. Flight planning 2. Pre-flight inspection 3. Passenger briefing 3. Use of checklist 4. Engine starting procedures 5. Cockpit check after starting 6. Departure briefing 7. Navigation systems set-up 8. Taxi C. En-route 1. Navigation – use of navigation systems 2. Altitude selection 3. Fuel management 4. Position reporting

D. Approach & Landing 1. Pre landing checks 2. Approach selection – FP and NFP 3. Deck clearance 4. Final Approach 5. Landing E. Turnaround 1. Passenger handling 2. Baggage and freight handling 3. Refueling procedure 4. Payload calculation 5. Coordination with HLO F. Take off 1. Pre take-off checks 2. Take off procedure G. General flight ability 1. Radio Communication procedures 2. Co-ordination 3 CRM & Situation awareness S = Satisfactory U = Unsatisfactory N = Not observed N/A = Not

applicable Result of check Passed Failed Remarks/Comments Pilots sign.________________ Examiners sign______________________

Appendix ‘W’

HILL/MOUNTAIN FLYING ROUTE-CHECK INSTRUCTIONS FOR INSTRUCTOR/EXAMINER. GROUND CHECKS 1 Status of initial or recurrent ground training Has the pilot attended all required recurrent training? a. Ground Training according to approved syllabi. b. Flight/Simulator Training according to approved syllabi c. Check the pilots knowledge of: i) ATC procedures in controlled airspace ii) R/T Procedures iii) Use of navigation aids 2. Performance and limitations The pilot must explain his knowledge of: a. Performance Classes 1, 2 and 3.

d. Performance limitations of type of helicopter being used. 3. Mass & Balance The pilot must explain how Mass & Balance calculations are performed in

compliance with C of G (center of gravity) limitations specified in the Flight Manual.

4. Emergency procedures The pilots knowledge of emergency procedures specified in the Flight

manual.

FLIGHT PREPARATION 1. Weather situation. The pilot must demonstrate his knowledge of assessing weather situation

by studying weather charts and forecasts. He must also explain what the weather minima are for normal and special VFR operations.

2. Flight planning Pilots ability to perform all necessary flight planning including fuel

calculation, performance calculation and payload calculation.. 3. Pre-flight inspection Check of documentation and acceptance of helicopter Important items to look for during external check 4. Use of checklist The pilot must explain how the checklist is used. 5. Engine starting procedure Ask the pilot for his reaction to a hot start. Check that a fireguard is posted. Check that the pilot ensures a clear area before start-up. 6. Cockpit check after starting Check that the pilot ensures all checks performed and all doors closed. 7. Departure briefing A normal departure briefing for procedures to be used. 8. Navigation system set-up Check pilot’s ability to perform correct set-up of all navigation aids.

9. Taxi Check the pilot is confirming a clear area before taxiing. If taxiing on wheels – check that braking action is assured. If hover taxiing – check hover taxi height. EN-ROUTE Navigation

Check pilots ability to perform navigation using maps and GPS

Route selection

Check pilot’s ability to select best route in the present weather situation.

APPROACH, LANDING, DEPARTURE Reconnaissance

Check pilots ability to observe wind direction and speed and that his

approach briefing includes observations accordingly.

Approach type (normal – shallow – steep) Check the pilots ability to select best approach type for the landing site. GENERAL FLIGHT ABILITY Radio communication procedures Check the pilots ability to perform communication with ATC/ATS in

proper way.

Co-ordination

Check the pilots ability to co-ordinate with other involved personnel

throughout the flight. Especially co-ordination between pilots when a two

pilot operation is being evaluated.

CRM & Situation Awareness Evaluate the pilots ability to evaluate the situation and take necessary

actions.

RESULT OF CHECK Passed

If everything is performed to examiners satisfaction, the check is passed.

Failed

The reason for failure of items must be noted in the Remarks/Comments

column with action required remarks (training – withdrawal of license etc.)

REMARKS/COMMENTS The examiner may enter remarks in this column such as “Very well

performed” or “passed but below normal standards, propose more training”.

Appendix ‘X’

HILL/MOUNTAIN FLYING ROUTE-CHECK

Company ____________________

Name of Pilot ____________________ License No. ____________________ Date of last check____________________ Examiner ____________________

Date of check __________________ Block time (D/N) __________________ Location __________________ Type of Helicopter __________________ Registration __________________

Pilot proficiency A. Ground Checks 1. Status on recurrent training 2. Performance and limitations 3. Mass & Balance 4. Emergency procedures B. Flight Preparation 1. Weather situation a. Weather charts b. Forecasts c. Winds and temperatures d. Freezing level/altitude 2. Flight planning a. Fuel calculation b. Performance calculation c. Payload calculation 3. Pre-flight inspection 4. Use of checklist

5. Engine starting procedures 6. Cockpit check after starting 7. Departure briefing 8. Navigation systems set-up 9. Taxi C. En-route 1. Navigation 2. Route selection D. Approach, Landing, Departure 1. Reconnaissance a. Wind direction and velocity

c. Approach briefing 2. Approach type (normal – shallow – steep)

3. Landing 4. Departure E. General flight ability 1. Radio Communication procedures 2. Co-ordination 3 CRM & Situation awareness S = Satisfactory U = Unsatisfactory N = Not observed N/A = Not

applicable Result of check Passed Failed Remarks/Comments Pilot’s sign._________________ Examiner’sign. __________________