COMMERCIAL HELICOPTER OPERATIONS REQUIREMENTS

GOVERN
NMENT OF IN
NDIA
O
OFFICE
OF
O THE DIRECTOR
D
R GENER
RAL OF CIVIL
C
AVIA
ATION
TECHNICAL
L CENTRE, OPPOSITE
O
SA
AFDURJUNG
G AIRPORT, NEW
N
DELHI - 110003
CIVIL AVIATION
A
N REQUIR
REMENTS
SECTIO
ON 8 OPERATIO
O
ONS
SERIES 'H' PAR
RT I
th
ISSUE I, 28 Ju
uly 2014
EFFECT
TIVE: 1st August
A
20
014
F No
N AV 2202
24/03/2013--FSD
Subjecct:
1.
Com
mmercial Helicopte
ers Opera
ations
IN
NTRODUCTION
1.1. This
T
CAR is issued und
der the provvision of Ru
ule 29C and
d Rule 133A
A of the Airrcraft
Rules 1937
1
for adoption
a
off the minimum operrational, eq
quipment and
a
instrum
ment
requirem
ments of IC
CAO as perr Annex 6 Part III. It specifies th
he operatio
onal, equipm
ment
and crew framewo
ork for helicopters reg
gistered in India and engaged in air transsport
ons.
operatio
2.
A
APPLICABIL
LITY
2.1. This
T
CAR prescribes requireme
ents appliccable to th
he operatio
on of any civil
helicopte
er for the purpose of
o commerccial air transportation
n by any operator
o
whose
principal place of business is in India. These req
quirementss are appliccable to all Air
Operato
or Permit Ho
olders unde
ertaking com
mmercial helicopter op
perations.
2.2. This
T
CAR does
d
not ap
pply to helicopters wh
hen used in
n military, customs,
c
p
police
servicess and fire-fig
ghting.
2.3. Aerial
A
Work
k Activity. All
A operators intending
g to underta
ake aerial work
w
activityy will
obtain a special sanction on a case basiss from the DGCA.
D
CIVIL AV
VIATION REQUIREM
R
ENTS
SERIES
S 'H' PART I
3.
SECTION
N8
T
28TH
JULY 201
14
S
SUPERSES
SSION
3.1. This
T
CAR is issued in supersessio
s
on of the CA
ARs/ AIC/ Ops
O Circula
ars as tabulated
below: Document Referrence
Topic
CARs
Section 7 Series B Part
P X
Syyllabus for Extension

E
of Aircraft Ratiing (Helicoptters)

P XI
Re
equirementss for Pilots fo
or Off Shore Operations

P XII
Re
equirementss for Pilots fo
or Hill Flying Operations

P XIII Re
equirementss for Externa
al Load Operrations for he
elicopters
P XIV Re
ecurrent Tra
aining Requirements for Helicopter Pilots
P
P XV
He
elicopter Em
mergency Me
edical Servicces(HEMS)
Section 8 Series O Part I
Au
uthorisation of Special VFR
V
Flights for
f Helicopte
ers
Section 8 Series O Part IV
Operation of Commercial
C
Air Transpo
ort - Helicoptters
AIC
02/2000
Flying More Than

T
One Tyype of Helico
opter.
Ops Circ
culars
10/13
Re
ecency Requirements fo
or Exercising
g Privileges of
He
elicopter Ratings
12/11
W
Weather
Clea
arance for He
elicopter Flig
ghts
17/10
Sttandard Ope
erating Proce
edure in resp
pect of heliccopter operattor
an
nd State Govvernment he
elicopter wing
05/08
Lo
ow Level Flyying by Heliccopter
03/2000
Re
ecency Requirements fo
or Flying more than one type of
with AIC 02//2000
He
elicopter in accordance
a
11/95
Co
ontrolled Flig
ght into Terrrain (CFIT)
(Dr. Prabhat
P
Kumar)
Directo
or General of Civil Avia
ation
ii
CIVIL AVIATION REQUIREMENTS

SERIES 'H' PART I
SECTION 8
28TH JULY 2014
PRESENTATION
1.
The requirements of this CAR are presented in one column on loose pages, each
page being identified by the Amendment number, Part number, Subpart number and
Page number of the relevant Subpart of the CAR.
2.
The complete matter has been divided into Parts and Subparts. Each Part deals
with a different major subject while each Subpart deals with a broad topic in each Part.
Each group of paragraphs dealing with a specific topic in each Subpart have a group
heading in capital letters mentioned at the beginning of that group. Sub-headings are in
italic type face.
3.
All para references refer to the particular para in the same chapter in which the
reference appears unless explicitly stated to refer to some other chapter in which case
the complete reference of the Chapter is also given.
4.
Explanatory Notes not forming part of the requirements appear in smaller type
face and relate to the specific topic immediately preceding that Note.
5.
The contents of the CAR have been tabulated for easy reference.
iii

SERIES 'H' PART I
SECTION 8
28TH JULY 2014
RECORD OF REVISIONS
Flight Standards Directorate, DGCA, India is responsible to ensure that this manual is
updated as required and to maintain the contents of the manual current at all times.
Amendments to this manual are promulgated by means of revisions issued whenever
necessary to cover corrections and to add or modify the contents. The page number
and the revision number of the effected page must be changed accordingly. The list of
effective pages and history of revisions page must be amended accordingly.
All revisions to this manual shall have the approval of the approving authority of this
manual prior to publishing of the revisions.
REVISION NUMBER
DATE ENTERED
ENTERED BY
Rev 0
28 JULY 2014
FSD, DGCA
iv

SERIES 'H' PART I
SECTION 8
28 JULY 2014
TH
LIST OF EFFECTIVE PAGES
Serial Page No Revision

No
No
Effective
Date
Serial
No
Page
No
Revision
No
Effective
Date
(i)
01 Aug 2014
31
1-B-12
01 Aug 2014
(ii)
01 Aug 2014
32
1-B-13
01 Aug 2014
(iii)
01 Aug 2014
33
1-B-14
01 Aug 2014
(iv)
01 Aug 2014
34
1-B-15
01 Aug 2014
(v)
01 Aug 2014
35
1-C-1
01 Aug 2014
(vi)
01 Aug 2014
36
1-C-2
01 Aug 2014
(vii)
01 Aug 2014
37
1-C-3
01 Aug 2014
(viii)
01 Aug 2014
38
1-D-1
01 Aug 2014
(ix)
01 Aug 2014
39
1-D-2
01 Aug 2014
10
(x)
01 Aug 2014
40
1-E-1
01 Aug 2014
11
(xi)
01 Aug 2014
41
1-E-2
01 Aug 2014
12
(xii)
01 Aug 2014
42
1-E-3
01 Aug 2014
13
(xiii)
01 Aug 2014
43
1-E-4
01 Aug 2014
14
(xiv)
01 Aug 2014
44
1-E-5
01 Aug 2014
15
(xv)
01 Aug 2014
45
1-E-6
01 Aug 2014
16
(xvi)
01 Aug 2014
46
1-E-7
01 Aug 2014
17
(xvii)
01 Aug 2014
47
1-E-8
01 Aug 2014
18
(xviii)
01 Aug 2014
48
2-A-1
01 Aug 2014
19
1-A-1
01 Aug 2014
49
2-A-2
01 Aug 2014
20
1-B-1
01 Aug 2014
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2-A-3
01 Aug 2014
21
1-B-2
01 Aug 2014
51
2-A-4
01 Aug 2014
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1-B-3
01 Aug 2014
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2-A-5
01 Aug 2014
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1-B-4
01 Aug 2014
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2-A-6
01 Aug 2014
24
1-B-5
01 Aug 2014
54
2-A-7
01 Aug 2014
25
1-B-6
01 Aug 2014
55
2-A-8
01 Aug 2014
26
1-B-7
01 Aug 2014
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2-A-9
01 Aug 2014
27
1-B-8
01 Aug 2014
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2-A-10
01 Aug 2014
28
1-B-9
01 Aug 2014
58
2-A-11
01 Aug 2014
29
1-B-10
01 Aug 2014
59
2-A-12
01 Aug 2014
30
1-B-11
01 Aug 2014
60
2-A-13
01 Aug 2014
v

SERIES 'H' PART I
No
No
SECTION 8
28 JULY 2014
TH
Effective
Date
Serial
No
Page
No
Revision
No
Effective
Date
61
2-A-14
01 Aug 2014
91
2-D-3
01 Aug 2014
62
2-A-15
01 Aug 2014
92
2-D-4
01 Aug 2014
63
2-A-16
01 Aug 2014
93
2-D-5
01 Aug 2014
64
2-A-17
01 Aug 2014
94
2-D-6
01 Aug 2014
65
2-A-18
01 Aug 2014
95
2-D-7
01 Aug 2014
66
2-B-1
01 Aug 2014
96
2-D-8
01 Aug 2014
67
2-B-2
01 Aug 2014
97
2-D-9
01 Aug 2014
68
2-B-3
01 Aug 2014
98
2-D-10
01 Aug 2014
69
2-B-4
01 Aug 2014
99
2-D-11
01 Aug 2014
70
2-C-1
01 Aug 2014
100
2-D-12
01 Aug 2014
71
2-C-2
01 Aug 2014
101
2-D-13
01 Aug 2014
72
2-C-3
01 Aug 2014
102
2-E-1
01 Aug 2014
73
2-C-4
01 Aug 2014
103
2-E-2
01 Aug 2014
74
2-C-5
01 Aug 2014
104
2-E-3
01 Aug 2014
75
2-C-6
01 Aug 2014
105
2-E-4
01 Aug 2014
76
2-C-7
01 Aug 2014
106
2-E-5
01 Aug 2014
77
2-C-8
01 Aug 2014
107
2-E-6
01 Aug 2014
78
2-C-9
01 Aug 2014
108
2-E-7
01 Aug 2014
79
2-C-10
01 Aug 2014
109
2-E-8
01 Aug 2014
80
2-C-11
01 Aug 2014
110
2-E-9
01 Aug 2014
81
2-C-12
01 Aug 2014
111
2-E-10
01 Aug 2014
82
2-C-13
01 Aug 2014
112
2-E-11
01 Aug 2014
83
2-C-14
01 Aug 2014
113
2-E-12
01 Aug 2014
84
2-C-15
01 Aug 2014
114
2-E-13
01 Aug 2014
85
2-C-16
01 Aug 2014
115
2-E-14
01 Aug 2014
86
2-C-17
01 Aug 2014
116
2-E-15
01 Aug 2014
87
2-C-18
01 Aug 2014
117
2-E-16
01 Aug 2014
88
2-C-19
01 Aug 2014
118
2-E-17
01 Aug 2014
89
2-D-1
01 Aug 2014
119
2-E-18
01 Aug 2014
90
2-D-2
01 Aug 2014
120
2-E-19
01 Aug 2014
vi

SERIES 'H' PART I
No
No
SECTION 8
28 JULY 2014
TH
Effective
Date
Serial
No
Page
No
Revision
No
Effective
Date
121
2-E-20
01 Aug 2014
151
4-B-5
01 Aug 2014
122
2-E-21
01 Aug 2014
152
4-B-6
01 Aug 2014
123
2-E-22
01 Aug 2014
153
4-B-7
01 Aug 2014
124
2-E-23
01 Aug 2014
154
4-B-8
01 Aug 2014
125
2-E-24
01 Aug 2014
155
4-B-9
01 Aug 2014
126
2-E-25
01 Aug 2014
156
4-B-10
01 Aug 2014
127
2-E-26
01 Aug 2014
157
4-B-11
01 Aug 2014
128
2-E-27
01 Aug 2014
158
4-B-12
01 Aug 2014
129
2-E-28
01 Aug 2014
159
4-B-13
01 Aug 2014
130
3-A-1
01 Aug 2014
160
4-B-14
01 Aug 2014
131
3-A-2
01 Aug 2014
161
4-B-15
01 Aug 2014
132
3-A-3
01 Aug 2014
162
4-B-16
01 Aug 2014
133
3-A-4
01 Aug 2014
163
4-B-17
01 Aug 2014
134
3-A-5
01 Aug 2014
164
4-B-18
01 Aug 2014
135
3-A-6
01 Aug 2014
165
4-B-19
01 Aug 2014
136
3-A-7
01 Aug 2014
166
4-B-20
01 Aug 2014
137
3-A-8
01 Aug 2014
167
4-B-21
01 Aug 2014
138
3-A-9
01 Aug 2014
168
4-B-22
01 Aug 2014
139
3-A-10
01 Aug 2014
169
4-B-23
01 Aug 2014
140
3-A-11
01 Aug 2014
170
4-B-24
01 Aug 2014
141
3-A-12
01 Aug 2014
171
4-B-25
01 Aug 2014
142
3-A-13
01 Aug 2014
172
4-B-26
01 Aug 2014
143
3-B-1
01 Aug 2014
173
4-B-27
01 Aug 2014
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4-A-1
01 Aug 2014
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4-B-28
01 Aug 2014
145
4-A-2
01 Aug 2014
175
4-B-29
01 Aug 2014
146
4-A-3
01 Aug 2014
176
4-B-30
01 Aug 2014
147
4-B-1
01 Aug 2014
177
4-B-31
01 Aug 2014
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4-B-2
01 Aug 2014
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4-B-32
01 Aug 2014
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4-B-3
01 Aug 2014
179
4-B-33
01 Aug 2014
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4-B-4
01 Aug 2014
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4-B-34
01 Aug 2014
181
4-C-1
01 Aug 2014
211
5-C-7
01 Aug 2014
vii

SERIES 'H' PART I
No
No
SECTION 8
28 JULY 2014
TH
Effective
Date
Serial
No
Page
No
Revision
No
Effective
Date
182
4-C-2
01 Aug 2014
212
5-C-8
01 Aug 2014
183
4-C-3
01 Aug 2014
213
5-C-9
01 Aug 2014
184
5-A-1
01 Aug 2014
214
5-C-10
01 Aug 2014
185
5-A-2
01 Aug 2014
215
5-D-1
01 Aug 2014
186
5-A-3
01 Aug 2014
216
5-D-2
01 Aug 2014
187
5-A-4
01 Aug 2014
217
5-D-3
01 Aug 2014
188
5-A-5
01 Aug 2014
218
5-D-4
01 Aug 2014
189
5-A-6
01 Aug 2014
219
5-D-5
01 Aug 2014
190
5-A-7
01 Aug 2014
220
5-D-6
01 Aug 2014
191
5-A-8
01 Aug 2014
221
5-D-7
01 Aug 2014
192
5-A-9
01 Aug 2014
222
5-D-8
01 Aug 2014
193
5-A-10
01 Aug 2014
223
5-D-9
01 Aug 2014
194
5-B-1
01 Aug 2014
224
5-E-1
01 Aug 2014
195
5-B-2
01 Aug 2014
225
5-E-2
01 Aug 2014
196
5-B-3
01 Aug 2014
226
5-E-3
01 Aug 2014
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5-B-4
01 Aug 2014
227
5-E-4
01 Aug 2014
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5-B-5
01 Aug 2014
228
5-E-5
01 Aug 2014
199
5-B-6
01 Aug 2014
229
5-E-6
01 Aug 2014
200
5-B-7
01 Aug 2014
230
5-E-7
01 Aug 2014
201
5-B-8
01 Aug 2014
231
5-E-8
01 Aug 2014
202
5-B-9
01 Aug 2014
232
5-E-9
01 Aug 2014
203
5-B-10
01 Aug 2014
233
5-F-1
01 Aug 2014
204
5-B-11
01 Aug 2014
234
5-F-2
01 Aug 2014
205
5-C-1
01 Aug 2014
235
5-F-3
01 Aug 2014
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5-C-2
01 Aug 2014
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5-F-4
01 Aug 2014
207
5-C-3
01 Aug 2014
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5-F-5
01 Aug 2014
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5-C-4
01 Aug 2014
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5-F-6
01 Aug 2014
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5-F-7
01 Aug 2014
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5-C-6
01 Aug 2014
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5-F-8
01 Aug 2014
241
5-G-1
01 Aug 2014
271
5-J-2
01 Aug 2014
viii

SERIES 'H' PART I
No
No
SECTION 8
28 JULY 2014
TH
Effective
Date
Serial
No
Page
No
Revision
No
Effective
Date
242
5-G-2
01 Aug 2014
272
5-J-3
01 Aug 2014
243
5-G-3
01 Aug 2014
273
5-J-4
01 Aug 2014
244
5-G-4
01 Aug 2014
274
5-J-5
01 Aug 2014
245
5-G-5
01 Aug 2014
275
5-J-6
01 Aug 2014
246
5-G-6
01 Aug 2014
276
5-J-7
01 Aug 2014
247
5-G-7
01 Aug 2014
277
5-J-8
01 Aug 2014
248
5-G-8
01 Aug 2014
278
5-J-9
01 Aug 2014
249
5-G-9
01 Aug 2014
279
5-K-1
01 Aug 2014
250
5-G-10
01 Aug 2014
280
5-K-2
01 Aug 2014
251
5-H-1
01 Aug 2014
281
5-K-3
01 Aug 2014
252
5-H-2
01 Aug 2014
282
5-K-4
01 Aug 2014
253
5-H-3
01 Aug 2014
283
5-K-5
01 Aug 2014
254
5-H-4
01 Aug 2014
284
5-K-6
01 Aug 2014
255
5-H-5
01 Aug 2014
285
5-K-7
01 Aug 2014
256
5-H-6
01 Aug 2014
257
5-H-7
01 Aug 2014
258
5-H-8
01 Aug 2014
259
5-H-9
01 Aug 2014
260
5-H-10
01 Aug 2014
261
5-I-1
01 Aug 2014
262
5-I-2
01 Aug 2014
263
5-I-3
01 Aug 2014
264
5-I-4
01 Aug 2014
265
5-I-5
01 Aug 2014
266
5-I-6
01 Aug 2014
267
5-I-7
01 Aug 2014
268
5-I-8
01 Aug 2014
269
5-I-9
01 Aug 2014
270
5-J-1
01 Aug 2014
ix

SERIES 'H' PART I
SECTION 8
28 JULY 2014
TH
TABLE OF CONTENTS
Topic
Reference
Page AmendNo ment No
PART- 0 : INTRODUCTION
Date when
Effective
01 Aug 2014
INTRODUCTION
(ii)
01 Aug 2014
PRESENTATION
(iv)
01 Aug 2014
RECORD OF REVISIONS
(v)
01 Aug 2014
LIST OF EFFECTIVE PAGES
(vi)
01 Aug 2014
TABLE OF CONTENTS
(xi)
01 Aug 2014
01 Aug 2014
01 Aug 2014
01 Aug 2014
01 Aug 2014
01 Aug 2014
01 Aug 2014
PART - 1 : GENERAL
SUBPART A : APPLICABILITY
1A
PART- 1 : GENERAL
SUBPART B : DEFINITIONS
1B
PART- 1 : GENERAL
SUBPART C : GENERAL RULES
1C
01 Aug 2014
Compliance with laws, regulations and procedures
1C
01 Aug 2014
Compliance with DGCA rules and regulations by foreign operators
1C
01 Aug 2014
Safety management
1C
01 Aug 2014
Dangerous goods
1C
01 Aug 2014
Use of psychoactive substances
1C
01 Aug 2014
01 Aug 2014
PART- 1 : GENERAL
SUBPART D : OPERATIONAL CERTIFICATION AND SUPERVISION
1D
01 Aug 2014
Air operator permit
1D
01 Aug 2014
Power to inspect
1D
01 Aug 2014
Production of documentation and records
1D
01 Aug 2014
Surveillance of operations by foreign operator
1D
01 Aug 2014
01 Aug 2014
PART- 1 : GENERAL
SUBPART E : DOCUMENTATION
1E
01 Aug 2014
Operations manual
1E
01 Aug 2014
x

SERIES 'H' PART I
Topic
SECTION 8
28 JULY 2014
TH
Reference
Date when
Effective
Checklists
1E
01 Aug 2014
Mandatory documents for all flights
1E
01 Aug 2014
Mass and balance documentation
1E
01 Aug 2014
Journey log book
1E
01 Aug 2014
Records of emergency and survival equipment
1E
01 Aug 2014
Flight recorder records
1E
01 Aug 2014
Fuel and oil records
1E
01 Aug 2014
Document storage period
1E
01 Aug 2014
01 Aug 2014
PART 2 : OPERATIONS
SUBPART A HELICOPTER PERFORMANCE
2-A
01 Aug 2014
Performance General
2-A
01 Aug 2014
Applicability
2-A
01 Aug 2014
General
2-A
01 Aug 2014
Operating Conditions
2-A
01 Aug 2014
Obstacle Accountability
2-A
01 Aug 2014
Performance Class 1
2-A
01 Aug 2014
General
2-A
01 Aug 2014
Take Off
2-A
01 Aug 2014
Take Off Flight Path
2-A
01 Aug 2014
Enroute Critical Power Unit Inoperative
2-A
01 Aug 2014
Landing
2-A
01 Aug 2014
Performance Class 2
2-A
01 Aug 2014
General
2-A
01 Aug 2014
Operations Without Assured Safe Forced Landing Capability
2-A
01 Aug 2014
Take Off
2-A
01 Aug 2014
Take Off Flight Path
2-A
01 Aug 2014
2-A
01 Aug 2014
Landing
2-A
01 Aug 2014
Performance Class 3
2-A
01 Aug 2014
General
2-A
01 Aug 2014
xi

SERIES 'H' PART I
Topic
SECTION 8
28 JULY 2014
TH
Reference
Date when
Effective
Take Off
2-A
10
01 Aug 2014
2-A
10
01 Aug 2014
Landing
2-A
10
01 Aug 2014
01 Aug 2014
PART 2 : OPERATIONS
SUBPART B : HELICOPTER OPERATING LIMITATIONS
2-B
01 Aug 2014
General
2-B
01 Aug 2014
Operating limitations
2-B
01 Aug 2014
Mass limitations
2-B
01 Aug 2014
Operations performance classes
2-B
01 Aug 2014
Obstacle data
2-B
01 Aug 2014
01 Aug 2014
PART 2 : OPERATIONS
SUBPART C : OPERATING PROCEDURES
2-C
01 Aug 2014
General considerations
2-C
01 Aug 2014
Over water flights
2-C
01 Aug 2014
Procedures
2-C
01 Aug 2014
General
2-C
01 Aug 2014
In-flight simulation of emergency situations
2-C
01 Aug 2014
Minimum flight altitudes (operations under IFR)
2-C
01 Aug 2014
Operating minima (operations under IFR)
2-C
01 Aug 2014
Helicopter flight aircrew
2-C
01 Aug 2014
Flight dispatcher / Operations officer
2-C
01 Aug 2014
Passengers
2-C
01 Aug 2014
Flight preparation
2-C
01 Aug 2014
Carry on baggage
2-C
01 Aug 2014
Operational flight planning
2-C
01 Aug 2014
General
2-C
01 Aug 2014
Alternate heliports
2-C
01 Aug 2014
Route planning
2-C
10
01 Aug 2014
Weather conditions
2-C
10
01 Aug 2014
xii

SERIES 'H' PART I
Topic
SECTION 8
28 JULY 2014
TH
Reference
Date when
Effective
Fuel and oil supply
2-C
10
01 Aug 2014
Oxygen supply
2-C
12
01 Aug 2014
Loading, mass and balance
2-C
13
01 Aug 2014
In-flight procedures
2-C
15
01 Aug 2014
Heliport operating minima
2-C
15
01 Aug 2014
Meteorological observation
2-C
15
01 Aug 2014
Hazardous flight conditions
2-C
15
01 Aug 2014
Flight crew members at duty stations
2-C
16
01 Aug 2014
Use of oxygen
2-C
16
01 Aug 2014
Instrument flight procedures
2-C
16
01 Aug 2014
Special VFR
2-C
17
01 Aug 2014
In-flight fuel management
2-C
17
01 Aug 2014
Refueling with passengers on board
2-C
19
01 Aug 2014
Noise abatement
2-C
19
01 Aug 2014
01 Aug 2014
PART 2 : OPERATIONS
SUBPART D SPECIAL HELICOPTER OPERATIONS
2-D
01 Aug 2014
Hill Flying
2-D
01 Aug 2014
General
2-D
01 Aug 2014
Requirements
2-D
01 Aug 2014
Offshore Operations
2-D
01 Aug 2014
General
2-D
01 Aug 2014
Requirements
2-D
01 Aug 2014
External Load Operations (ELO)
2-D
01 Aug 2014
Terminology
2-D
01 Aug 2014
Operations manual
2-D
01 Aug 2014
External load equipment
2-D
01 Aug 2014
Operating requirements
2-D
01 Aug 2014
Additional requirements
2-D
01 Aug 2014
Helicopter Hoist Operations (HHO)
2-D
01 Aug 2014
Terminology
2-D
01 Aug 2014
Operations Manual
2-D
01 Aug 2014
xiii

SERIES 'H' PART I
Topic
SECTION 8
28 JULY 2014
TH
Reference
Date when
Effective
Maintenance of HHO equipment
2-D
01 Aug 2014
Operating requirements
2-D
01 Aug 2014
Additional requirements
2-D
01 Aug 2014
Helicopter Emergency Medical Services (HEMS)
2-D
01 Aug 2014
General
2-D
01 Aug 2014
Definitions
2-D
01 Aug 2014
Restrictions
2-D
10
01 Aug 2014
Operational requirements
2-D
10
01 Aug 2014
Helicopter configuration
2-D
12
01 Aug 2014
HEMS operating base facilities
2-D
12
01 Aug 2014
Briefing
2-D
13
01 Aug 2014
01 Aug 2014
PART 2 : OPERATIONS
SUBPART E ALL WEATHER OPERATIONS
2-E
01 Aug 2014
Terminology
2-E
01 Aug 2014
Heliport Operating Minima
2-E
01 Aug 2014
General
2-E
01 Aug 2014
Take off minima
2-E
01 Aug 2014
Non precision approach
2-E
01 Aug 2014
Precision approach Cat I
2-E
01 Aug 2014
Precision approach Cat II
2-E
01 Aug 2014
Circling approach
2-E
01 Aug 2014
Visual approach
2-E
01 Aug 2014
Airborne Radar approach over water operations
2-E
01 Aug 2014
Low Visibility Operations
2-E
10
01 Aug 2014
Limitations
2-E
10
01 Aug 2014
General operating rules
2-E
11
01 Aug 2014
Heliport Considerations
2-E
14
01 Aug 2014
Training and Qualifications
2-E
14
01 Aug 2014
General
2-E
14
01 Aug 2014
Ground training
2-E
15
01 Aug 2014
Flight simulator and/or flight training
2-E
16
01 Aug 2014
xiv

SERIES 'H' PART I
Topic
SECTION 8
28 JULY 2014
TH
Reference
Date when
Effective
Conversion training requirements
2-E
18
01 Aug 2014
Type and command experience
2-E
19
01 Aug 2014
Recurrent training and checking
2-E
19
01 Aug 2014
LVTO and Cat II/ Cat III recency requirements
2-E
19
01 Aug 2014
Operating procedures
2-E
20
01 Aug 2014
Procedures and operating instructions
2-E
20
01 Aug 2014
Minimum equipment
2-E
21
01 Aug 2014
VFR and Special VFR
2-E
21
01 Aug 2014
VFR minima
2-E
21
01 Aug 2014
Local area ops (VFR day only)
2-E
23
01 Aug 2014
Authorisation of Special VFR
2-E
24
01 Aug 2014
Requirement of Minimum Instruments for Special VFR
2-E
24
01 Aug 2014
Training and Qualifications
2-E
25
01 Aug 2014
Adverse Weather/ Monsoon Operations
2-E
26
01 Aug 2014
Adverse Weather Training and Checks
2-E
26
01 Aug 2014
General Conditions
2-E
28
01 Aug 2014
01 Aug 2014
PART 3 : MAINTENANCE AND EQUIPMENT

SUBPART A - HELICOPTER INSTRUMENTS AND EQUIPMENT
3A
01 Aug 2014
General
3A
01 Aug 2014
Mandatory equipment for all helicopters on all flights
3A
01 Aug 2014
Marking of break-in points
3A
01 Aug 2014
Flight recorders
3A
01 Aug 2014
Communication equipment
3A
01 Aug 2014
Navigation equipment
3A
01 Aug 2014
Installation.
3A
01 Aug 2014
Instruments and equipment for flights operated under VFR.
3A
01 Aug 2014
Instruments and equipment for flights operated under IFR.
3A
01 Aug 2014
Instruments and equipment for helicopters operated at night.
3A
01 Aug 2014
Emergency equipment
3A
01 Aug 2014
All helicopters on flights over water
3A
01 Aug 2014
All helicopters on flights over designated sea areas
3A
01 Aug 2014
All helicopters on flights over designated land areas
3A
01 Aug 2014
xv

SERIES 'H' PART I
Topic
SECTION 8
28 JULY 2014
TH
Reference
Date when
Effective
Emergency locator transmitter (ELT)
3A
01 Aug 2014
All helicopters on high altitude flights
3A
10
01 Aug 2014
All helicopters in icing conditions
3A
10
01 Aug 2014
Airborne weather radar equipment
3A
10
01 Aug 2014
Noise certification standards
3A
11
01 Aug 2014
Pressure altitude reporting transponder
3A
11
01 Aug 2014
Radio altimeters
3A
11
01 Aug 2014
Cabin crew seats.
3A
11
01 Aug 2014
Flight crew interphone system
3A
12
01 Aug 2014
Crew member interphone system
3A
12
01 Aug 2014
Public address system
3A
12
01 Aug 2014
Flight Recorders
3A
13
01 Aug 2014
01 Aug 2014

SUBPART B : HELICOPTER MAINTENANCE AND SECURITY
3B
01 Aug 2014
Maintenance
3B
01 Aug 2014
Security
3B
01 Aug 2014
01 Aug 2014
PART 4 : HELICOPTER CREW

SUBPART A : FLIGHT CREW - GENERAL
4A
01 Aug 2014
Composition of the flight crew
4A
01 Aug 2014
Flight crew member emergency duties
4A
01 Aug 2014
Flight crew member training programmes
4A
01 Aug 2014
Familiarisation training and check of licensed personnel
4A
01 Aug 2014
01 Aug 2014

SUBPART B: PILOT QUALIFICATIONS
4B
01 Aug 2014
Pilot-In-Command Operational Qualifications
4B
01 Aug 2014
Recurrent Training Requirements
4B
01 Aug 2014
Requirement
4B
01 Aug 2014
Types of recurrent training
4B
01 Aug 2014
Competency checks
4B
01 Aug 2014
xvi

SERIES 'H' PART I
Topic
SECTION 8
28 JULY 2014
TH
Reference
Date when
Effective
Refresher training
4B
01 Aug 2014
Record and monitoring
4B
01 Aug 2014
Break in Flying
4B
01 Aug 2014
Applicability
4B
01 Aug 2014
General Conditions
4B
01 Aug 2014
Pilots flying helicopters of AUW less than 5700 KGS.
4B
01 Aug 2014
Pilots flying helicopters of AUW of 5700 KGS or more
4B
11
01 Aug 2014
Extension of Aircraft Rating
4B
13
01 Aug 2014
General
4B
13
01 Aug 2014
Ground training syllabus
4B
14
01 Aug 2014
Flying training syllabus
4B
14
01 Aug 2014
Types of Helicopters
4B
17
01 Aug 2014
Requirements For Flying More Than One Type Of Helicopter
4B
22
01 Aug 2014
Conditions for all helicopters
4B
22
01 Aug 2014
For helicopters above 3180 kg
4B
22
01 Aug 2014
For helicopters above 5700 kg
4B
22
01 Aug 2014
Restriction
4B
22
01 Aug 2014
Pilot Qualifications For Special Roles
4B
23
01 Aug 2014
Hill flying operations
4B
23
01 Aug 2014
Offshore Operations
4B
24
01 Aug 2014
External load operations
4B
27
01 Aug 2014
Helicopter Hoist Operations
4B
29
01 Aug 2014
Helicopter Emergency Medical Services
4B
32
01 Aug 2014
01 Aug 2014

SUBPART C : CREW MEMBERS OTHER THAN FLIGHT CREW
4C
01 Aug 2014
Flight Operations Officer / Flight Dispatcher
4C
01 Aug 2014
Approval
4C
01 Aug 2014
Qualifications
4C
01 Aug 2014
Cabin crew
4C
01 Aug 2014
Applicability
4C
01 Aug 2014
01 Aug 2014
PART 5 : HELICOPTER PILOTS TEST PERFORMA
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Date when
Effective
Topic
Reference
Performa 1 : Pilot Proficiency/ Skill Test By Day : Multi Engine Helicopters
5A
01 Aug 2014
Guidelines for Examiner : Pilot Proficiency/ Skill Test By Day : Multi

Engine Helicopters
5A
01 Aug 2014
Performa 2 : Pilot Proficiency/ Skill Test By Day : Single Engine

Helicopters
5B
01 Aug 2014
Guidelines for Examiner : Pilot Proficiency/ Skill Test By Day : Single

Engine Helicopters
5B
01 Aug 2014
Performa 3 : Pilot Proficiency/ Skill Test By Night: Multi Engine

Helicopters
5C
01 Aug 2014
Guidelines for Examiner : Pilot Proficiency/ Skill Test By Night: Multi

Engine Helicopters
5C
01 Aug 2014
Performa 4 : Pilot Proficiency/ Skill Test By Night: Single Engine

Helicopters
5D
01 Aug 2014
Guidelines for Examiner : Pilot Proficiency/ Skill Test By Night: Single

Engine Helicopters
5D
01 Aug 2014
Performa 5 : Helicopter Pilot Instrument Rating Test
5E
01 Aug 2014
Guidelines for Examiner : Helicopter Pilot Instrument Rating Test
5E
01 Aug 2014
Performa 6 : Helicopter Pilot Special VFR Check
5F
01 Aug 2014
Guidelines for Examiner : Helicopter Pilot Special VFR Check
5F
01 Aug 2014
Performa 7 : Helicopter Pilot Hill/Mountain Flying/ Route Check
5G
01 Aug 2014
Guidelines for Examiner : Helicopter Pilot Hill/Mountain Flying/ Route

Check
5G
01 Aug 2014
Performa 8 : Helicopter Off Shore Flying/ Route Check
5H
01 Aug 2014
Guidelines for Examiner : Helicopter Off Shore Flying/ Route Check
5H
01 Aug 2014
Performa 9 : External Load Operations
5I
01 Aug 2014
Guidelines for Examiner : External Load Operations
5I
01 Aug 2014
Performa 10 : Helicopter Hoist Operations
5J
01 Aug 2014
Guidelines for Examiner : Helicopter Hoist Operations
5J
01 Aug 2014
Performa 11 : Helicopter Emergency Medical Services
5K
01 Aug 2014
Guidelines for Examiner : Helicopter Emergency Medical Services
5K
01 Aug 2014
xviii

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SECTION 8
28 JULY 2014
TH
PART 1 : GENERAL
SUBPART A : APPLICABILITY
1.
This CAR prescribes requirements applicable to the operation of any civil
helicopter for the purpose of commercial air transportation by any operator whose
principal place of business is in India.
2.
This CAR does not apply to helicopters when used in military, customs, police
services and fire-fighting.
3.
Aerial Work Activity. All operators intending to undertake aerial work activity will
obtain a special sanction on a case basis from the DGCA.
4.
Exemptions. The DGCA may exceptionally and temporarily grant an exemption
from the provisions of this CAR when satisfied that there is a need and subject to
compliance with any supplementary condition the DGCA considers necessary in order
to ensure an acceptable level of safety in the particular case.
5.
The requirements in this CAR are applicable no later than 01 Aug 2014 unless
otherwise indicated.
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SERIES 'H' PART I
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PART 1 : GENERAL
SUBPART B : DEFINITIONS
1.
Aerial work. An aircraft operation in which an aircraft is used for specialized
services such as agriculture, construction, photography, surveying, observation and
patrol, search and rescue, aerial advertisement, etc.
2.
Aerodrome. A defined area on land or water (including any buildings,
installations and equipment) intended to be used either wholly or in part for the arrival,
departure and surface movement of aircraft.
3.
Aircraft. Any machine that can derive support in the atmosphere from the
reactions of the air other than the reactions of the air against the earth's surface.
4.
Aircraft operating manual (Flight Crew Operating Manual-FCOM). A manual,
acceptable to DGCA containing normal, abnormal and emergency procedures,
checklists, limitations, performance information, details of the aircraft systems and other
material relevant to the operation of the aircraft.
Note. The aircraft operating manual is part of the Operations manual.
5.
Air operator Permit I Certificate. An operating permit/ certificate or an
equivalent document issued by DGCA authorizing an operator to carry out specified
commercial air transport operations.
6.
Airworthy. The status of an aircraft, engine, propeller or part when it conforms to
its approved design and is in a condition for safe operation.
7.
Alternate heliport. A heliport to which a helicopter may proceed when it
becomes either impossible or inadvisable to proceed to or to land at the heliport of
intended landing. Alternate heliports include the following:
7.1.
Take-off alternate. An alternate heliport at which a helicopter can land
should this become necessary shortly after takeoff and it is not possible to use
the heliport of departure.
7.2.
En-route alternate. A heliport at which a helicopter would be able to land
after experiencing an abnormal or emergency condition while en route.
7.3.
Destination alternate. An alternate heliport to which a helicopter may
proceed should it become either impossible or inadvisable to land at the heliport
of intended landing.
Note. The heliport from which a flight departs may be an en-route or a destination alternate
heliport for that flight.
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8.
Approach and landing operations using instrument approach procedures.
Instrument approach and landing operations are classified as follows:
8.1.
Non-precision approach and landing operation. An instrument approach
and landing which utilizes lateral guidance but does not utilize vertical guidance.
8.2.
Approach and landing operations with vertical guidance. An instrument
approach and landing which utilizes lateral and vertical guidance but does not
meet the requirements established for precision approach and landing
operations.
8.3.
Precision approach and landing operations. An instrument approach and
landing using precision lateral and vertical guidance with minima as determined
by the category of operation.
Note. - Lateral and vertical guidance refers to the guidance provided either by:
1.
a ground-based navigation aid,. or
2.
computer generated navigation data.
9.
Approach and landing phase - helicopters. That part of the flight from 500 ft
(150m) above the elevation of the final approach and take-off area (FATO), if the flight
is planned to exceed this height, or from the commencement of the descent in the other
cases, to landing or to the balked landing point.
10.
Area navigation (RNAV). A method of navigation which permits aircraft
operation on any desired flight path within the coverage of ground- or space-based
navigation aids or within the limits of the capability of self-contained aids, or a
combination of these.
Note - Area navigation includes performance-based navigation as well as other operations that do not
meet the definition of performance-based navigation.
11.
Cabin crew member. A crew member who performs, in the interest of safety of
passengers, duties assigned by the operator or the pilot-in-command of the aircraft, but
who shall not act as a flight crew member.
12.
Categories of precision approach and landing operations:

12.1. Category I (CAT I) operation. A precision instrument approach and landing
with a decision height not lower than 60 m (200 ft) and with either a visibility not
less than 800 m or a runway visual range not less than 550 m.
12.2. Category II (CAT II) operation. A precision instrument approach and
landing with a decision height lower than 60 m (200 ft), but not lower than 30 m
(100 ft), and a runway visual range not less than 300 m.
12.3. Category IIIA (CAT IIIA) operation. A precision instrument approach and
landing with:
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SECTION 8
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SERIES 'H' PART I
28 JULY 2014
12.3.1. a decision height lower than 30 m(100 ft) or no decision height; and
12.3.2. a runway visual range not less than 175 m.
12.4. Category IIIB (CAT IIIB) operation. A precision instrument approach and
landing with:
12.4.1. a decision height lower than 15 m(50 ft) or no decision height; and
12.4.2. a runway visual range less than 175 m but not less than 50 m.
12.5. Category IIIC (CAT IIIC) operation. A precision instrument approach and
landing with no decision height and no runway visual range limitations.
Note - Where decision height (DH) and runway visual range (RVR) fall into different categories of
operation, the instrument approach and landing operation would be conducted in accordance with
the requirements of the most demanding category (e.g. an operation with a DH in the range of
CAT IIIA but with an RVR in the range of CAT IIIB would be considered a CAT IIIB operation or
an operation with a DH in the range of CAT II but with an RVR in the range of CAT I would be
considered a CAT II operation).
13.
Category A. With respect to helicopters, means a multi-engine helicopter
designed with engine and system isolation features capable of operations using take-off
and landing data scheduled under a critical engine failure concept which assures
adequate designated surface area and adequate performance capability for continued
safe flight or safe rejected take-off.
14.
Category B. With respect to helicopters, means a single-engine or multi-engine
helicopter which does not meet Category A standards. Category B helicopters have no
guaranteed capability to continue safe flight in the event of an engine failure, and a
forced landing is assumed.
15.
Combined vision system (CVS). A system to display images from a
combination of an enhanced vision system (EVS) and a synthetic vision system (SVS).
16.
Commercial Air Transport Operation. An aircraft operation involving the
transport of passengers, cargo or mail for remuneration or hire.
17.
Committal Point (CP). The committal point is defined as the point in the
approach at which the pilot flying (PF) decides that, in the event of a power unit failure
being recognized, the safest option is to continue to the deck.
18.
Configuration Deviation List (CDL). A list established by the organization
responsible for the type design with the approval of the State of Design which identifies
any external parts of an aircraft type which may be missing at the commencement of a
flight, and which contains, where necessary, any information on associated operating
limitations and performance correction.
19.
Congested Area. In relation to a city, town or settlement, any area which is
substantially used for residential, commercial or recreational purposes.
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SERIES 'H' PART I
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28 JULY 2014
TH
20.
Continuing Airworthiness. The set of processes by which all aircraft comply
with the applicable airworthiness requirements and remain in a condition for safe
operation throughout their operating life.
21.
Congested Hostile Environment. A hostile environment within a congested
area.
22.
Controlled Flight. Any flight which is subject to an air traffic control clearance.
23.
Control Zone. A controlled airspace extending upwards from the surface of the
earth to a specified upper limit.
24.
Crew Member. A person assigned by an operator to duty on an aircraft during
flight duty period.
25.
D. The largest dimension of the helicopter when the rotors are turning.
26.
Dangerous Goods. Articles or substances which are capable of posing a risk to
health, safety, property or the environment and which are shown in the list of dangerous
goods in the Technical Instructions or which are classified according to those
Instructions.
Note - Dangerous goods are classified in Aircraft (Carriage of Dangerous Goods) Rules, 2003
27.
Decision Altitude (DA) or Decision Height (DH). A specified altitude or height
in the precision approach or approach with vertical guidance at which a missed
approach must be initiated if the required visual reference to continue the approach has
not been established.
Note 1. Decision altitude (DA) is referenced to mean sea level and decision height (DH) is referenced to
the threshold elevation.
Note 2. The required visual reference means that section of the visual aids or of the approach area which
should have been in view, for sufficient time for the pilot to have made an assessment of the aircraft
position and rate of change of position, in relation to the desired flight path. In Category 111 operations
with a decision height the required visual reference is that specified for the particular procedure and
operation.
Note 3. For convenience where both expressions they may be written in the form "decision
altitude/height" and abbreviated are used "DA/H".
28.
Defined Point After Take-Off (DPATO). The point, within the take-off and initial
climb phase, before which the helicopter's ability to continue the flight safely, with one
engine inoperative, is not assured and a forced landing may be required.
Note. Defined points apply to helicopters operating in performance Class 2 only.
29.
Defined Point Before Landing (DPBL). The point, within the approach and
landing phase, after which the helicopter's ability to continue the flight safely, with one
engine inoperative, is not assured and a forced landing may be required.
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SERIES 'H' PART I
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28 JULY 2014
TH
Note. Defined points apply to helicopters operating in performance Class 2 only.
30.
Distance DR. DR is the horizontal distance that the helicopter has travelled from
the end of the take-off distance available.
31.
Dry Operating Mass. The total mass of the helicopter when ready for a specific
type of operation excluding all usable fuel and traffic load.
32.
Electronic flight bag (EFB). An electronic information system, comprised of
equipment and applications, for flight crew which allows for storing, updating, displaying
and processing of EFB functions to support flight operations or duties.
33.
Elevated Heliport. A heliport located on a raised structure on land.
34.
Emergency Locator Transmitter (ELT). A generic term describing equipment
which broadcast distinctive signals on designated frequencies and, depending on
application, may be automatically activated by impact or be manually activated. An ELT
may be any of the following:
34.1. Automatic Fixed ELT (ELT (AF)). An automatically activated ELT which is
permanently attached to an aircraft.
34.2. Automatic Portable ELT (ELT(AP)). An automatically activated ELT which
is rigidly attached to an aircraft but readily removable from the aircraft.
34.3. Automatic Deployable ELT (ELT(AD)). An ELT which is rigidly attached to
an aircraft and which is automatically deployed and activated by impact, and, in
some cases also by hydrostatic sensors. Manual deployment is also provided.
34.4. Survival ELT (ELT(S)). An ELT which is removable from an aircraft,
stowed so as to facilitate its ready use in an emergency, and manually activated
by survivors.
35.
Engine. A unit used or intended to be used for aircraft propulsion. It consists of
at least those components and equipment necessary for functioning and control, but
excludes the propeller/rotors (if applicable).
36.
Enhanced vision system (EVS). A system to display electronic real-time
images of the external scene achieved through the use of image sensors.
Note. EVS does not include night vision imaging systems (NVIS).
37.
En-route Phase. That part of the flight from the end of the take-off and initial
climb phase to the commencement of the approach and landing phase.
Note.- Where adequate obstacle clearance cannot be guaranteed visually, flights must be planned to
ensure that obstacles can be cleared by an appropriate margin. In the event of failure of the critical
engine, operators may need to adopt alternative procedures.
38.
Exposure Time. The actual period during which the performance of the
helicopter with the critical power unit inoperative in still air does not guarantee a safe
1B 5

SERIES 'H' PART I
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28 JULY 2014
TH
forced landing or the safe continuation of the flight. (See also definition of maximum
permitted exposure time).
39.
Final Approach And Take-Off Area (FATO). A defined area over which the final
phase of the approach maneuver to hover or landing is completed and from which the
take-off maneuver is commenced. Where the FATO is to be used by performance Class
I helicopters, the defined area includes the rejected take-off area available.
40.
Flight Crew Member. A licensed crew member charged with duties essential to
the operation of an aircraft during a flight duty period.
41.
Flight Duty Period. The total time from the moment a flight crew member
commences duty, immediately subsequent to a rest period and prior to making a flight
or a series of flights, to the moment the flight crew member is relieved of all duties
having completed such flight or series of flights.
42.
Flight Manual. A manual, associated with the certificate of airworthiness,
containing limitations within which the aircraft is to be considered airworthy, and
instructions and information necessary to the flight crew members for the safe operation
of the aircraft.
43.
Flight Operations Officer/ Flight Dispatcher. A person designated by the
operator to engage in the control and supervision of flight operations, whether licensed
or not, suitably qualified in accordance with CAR Section 7 Series 'M' Part II, who
supports, briefs, and/or assists the pilot-in-command in the safe conduct of the flight.
44.
Flight Plan. Specified information provided to air traffic services units, relative to
an intended flight or portion of a flight of an aircraft.
45.
Flight Recorder. Any type of recorder installed in the aircraft for the purpose of
complementing accident/ incident prevention and investigation.
46.
Flight Safety Documents System. A set of inter-related documentation
established by the operator, compiling and organizing information necessary for flight
and ground operations, and comprising, as a minimum, the operations manual and the
operators' maintenance control manual.
47.
Flight Simulation Training Device. Any one of the following three types of
apparatus in which flight conditions are simulated on the ground:
47.1. A flight simulator. which provides an accurate representation of the flight
deck of a particular aircraft type to the extent that the mechanical, electrical,
electronic, etc. aircraft systems control functions, the normal environment of flight
crew members, and the performance and flight characteristics of that type of
aircraft are realistically simulated;
47.2. A flight procedures trainer, which provides a realistic flight deck
environment, and which simulates instrument responses, simple control functions
1B 6

SECTION 8
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SERIES 'H' PART I
28 JULY 2014
of mechanical, electrical, electronic, etc. aircraft systems, and the performance
and flight characteristics of aircraft of a particular class;
47.3. A basic instrument flight trainer, which is equipped with appropriate
instruments, and which simulates the flight deck environment of an aircraft in
flight in instrument flight conditions.
48.
Flight Time - Helicopters. The total time from the moment a helicopter's rotor
blades start turning until the moment the helicopter finally comes to rest at the end of
the flight, and the rotor blades are stopped.
49.
General Aviation Operation. An aircraft operation other than a commercial air
transport operation or an aerial work operation.
50.
Ground Handling. Services necessary for an aircraft's arrival at, and departure
from, an airport, other than air traffic services.
51.
Head-up Display (HUD). A display system that presents flight information into
the pilot's forward external field of view.
52.
Helicopter. A heavier-than-air aircraft supported in flight chiefly by the reactions
of the air on one or more power-driven rotors on substantially vertical axes.
53.
Helideck. A heliport located on a floating or fixed off-shore structure.
54.
Heliport. An aerodrome or a defined area of land, water or a structure used or
intended to be used wholly or in part for the arrival, departure and surface movement of
helicopters.
Note 1. - When the term "heliport" is used, it is intended that the term also applies to aerodromes primarily
meant for the use of aeroplanes.
Note 2.- Helicopters may be operated to and from areas other than heliports.
55.
Heliport operating minima. The limits of usability of a heliport for:

55.1. take-off, expressed in terms of runway visual range and/or visibility and, if
necessary, cloud conditions;
55.2. landing in precision approach and landing operations, expressed in terms
of visibility and/or runway visual range and decision altitude/height (DA/H) as
appropriate to the category of the operation;
55.3. landing in approach and landing operations with vertical guidance,
expressed in terms of visibility and/or runway visual range and decision
altitude/height (DA/H); and
55.4. landing in non-precision approach and landing operations, expressed in
terms of visibility and/or runway visual range, minimum descent altitude/height
(MDA/H) and, if necessary, cloud conditions.
1B 7

SERIES 'H' PART I
56.
SECTION 8
28 JULY 2014
TH
Hostile environment. An environment in which:

56.1. A safe forced landing cannot be accomplished because the surface is
inadequate; or
56.2. The helicopter occupants cannot be adequately protected from the
elements; or
56.3. Search and rescue response/ capability is not provided consistent with
anticipated exposure; or
56.4. There is an unacceptable risk of endangering persons or property on the
ground;
56.5.
In any case, the following areas shall be considered hostile:

56.5.1. For overwater operations; and
56.5.2. Those parts of a congested area without adequate safe forced
landing areas.
57.
Human Factor Principles. Principles which apply to aeronautical design,
certification, training, operations, and maintenance and which seek safe interface
between the human and other system components by proper consideration to human
performance.
58.
Human Performance. Human capabilities and limitations which have an impact
on the safety and efficiency of aeronautical operations.
59.
IFR flight. A flight conducted in accordance with the instrument flight rules.
IFR. The symbol used to designate the instrument flight rules.
60.
Instrument meteorological conditions (IMC). Meteorological conditions
expressed in terms of visibility, distance from cloud, and ceiling less than the minima
specified for visual meteorological conditions.
IMC. The symbol used to designate instrument meteorological conditions.
Note. - The specified minima for visual meteorological conditions as contained in CAR Section 9 Series
'C' Part I
61.
Integrated Survival Suit. A survival suit which meets the combined requirement
of survival suit and life jacket
62.
Landing decision point (LDP). The point used in determining landing
performance from which, a power unit failure having been recognized at this point, the
landing may be safely continued or a baulked landing initiated.
Note.- LDP applies to performance Class I helicopters.
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63.
Landing Distance Available (LDAH). The length of the final approach and takeoff area plus any additional area declared available and suitable for helicopters to
complete the landing manoeuvre from a defined height.
64.
Landing Distance Required (LDRH). The horizontal distance required to land
and come to a full stop from a point 15 m ( 50 ft) above the landing surface.
65.
Landing Decision Point (LDP). The point used in determining landing
performance from which, a engine failure occurring at this point, the landing may be
safely continued or a balked landing initiated.
66.
Maintenance. The performance of tasks required to ensure the continuing
Airworthiness of an aircraft, including any one or combination of overhaul, inspection,
replacement, defect rectification, and the embodiment of a modification or repair.
67.
Maximum Approved Passenger Seating Configuration (MAPSC). The
maximum passenger seating capacity of an individual helicopter, excluding crew seats,
used by the operator, approved by the DGCA and included in the Operations Manual.
68.
Maximum Permitted Exposure Time. A period, determined on the basis of the
power unit failure rate recorded for the helicopter's engine type, during which the
probability of a power unit failure can be discounted. (See also definition of exposure
time).
69.
Maintenance Programme. A document which describes the specific scheduled
maintenance tasks and their frequency of completion and related procedures, such as a
reliability programme, necessary for the safe operation of those aircraft to which it
applies.
70.
Maintenance Release. A document which contains a certification confirming that
the maintenance work to which it relates has been completed in a satisfactory manner,
either in accordance with the approved data and the procedures described in the
maintenance organization's procedures manual or under an equivalent system.
71.
Master Minimum Equipment List (MMEL). A list established for a particular
aircraft type by the organization responsible for the type design with the approval of the
State of Design containing items, one or more of which is permitted to be unserviceable
at the commencement of a flight. The MMEL may be associated with special operating
conditions, limitations or procedures.
72.
Maximum Mass. Maximum certificated take-off mass.
73.
Minimum Descent Altitude (MDA) or Minimum Descent Height (MDH). A
specified altitude or height in a non precision approach or circling approach below which
descent must not be made without the required visual reference.
Note 1- Minimum descent altitude (MDA) is referenced to mean sea level and minimum descent height
(MDH) is referenced to the heliport elevation or to the threshold elevation if that is more than 2 m (7ft)
below the heliport elevation. A minimum descent height for a circling approach is referenced to the
heliport elevation.
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Note 2.- The required visual reference means that section of the visual aids or of the approach area which
should have been in view for sufficient time for the pilot to have made an assessment of the aircraft
position and rate of change of position, in relation to the desired flight path. In the case of a circling
approach the required visual reference is the runway environment.
Note - 3 for convenience when both expressions are used they may be written in the form "minimum
descent altitude/height" and abbreviated MDA/H
74.
Maximum Take-Of Mass. The maximum permissible total helicopter mass at
take-off.
75.
Minimum Equipment List (MEL). A list which provides for the operation of
aircraft, subject to specified conditions, with particular equipment inoperative, prepared
by an operator in conformity with, or more restrictive than, the MMEL established for the
aircraft type.
76.
MOE. A document endorsed by the head of the maintenance organization which
details the maintenance organization's structure and management responsibilities,
scope of work, description of facilities, maintenance procedures and quality assurance
or inspection systems.
77.
Navigation Specification. A set of aircraft and flight crew requirements needed
to support performance-based navigation operations within a defined airspace. There
are two kinds of navigation specifications:
77.1. Required Navigation Performance (RNP) specification. A navigation specification
based on area navigation that includes the requirement for performance monitoring and
alerting, designated by the prefix RNP, e.g. RNP 4, RNP APCH.
77.2. Area Navigation (RNAV) specification. A navigation specification based on area
navigation that does not include the requirement for performance monitoring and
alerting, designated by the prefix RNAV, e.g. RNAV 5, RNAV1.
Note 1 - The Performance-based Navigation Manual (Doc 9613), Volume 11, contains detailed guidance
on navigation specifications.
Note 2 - The term RNP, previously defined as "a statement of navigation performance necessary for
operation within a defined airspace", has been removed from this annex as the concept of RNP has been
overtaken by the concept of PBN. The term RNP in this CAR is now solely used in the context of
navigation and specification that require performance monitoring and alerting, e. g. RNP 4 refers to the
aircraft and operating requirements, including a 4 NM lateral performance with on-board performance
monitoring and alerting that are detailed in Doc 9613.
78.
Night. The hours between the end of evening civil twilight and the beginning of
morning civil twilight or such other period between sunset and sunrise as prescribed by
Aircraft Rules 1937.
Note - Civil twilight ends in the evening when the centre of the sun's disc is 6 degrees below the horizon
and begins in the morning when the centre of the sun's disc is 6 degrees below the horizon.
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79.
Non-Congested Hostile Environment. A hostile environment outside a
congested area.
80.
Non-Hostile Environment: An environment in which:

80.1.
A safe forced landing can be accomplished; and
80.2.
The helicopter occupants can be protected from the elements; and
80.3. Search and rescue response/capability is provided consistent with the

anticipated exposure;
80.4. In any case, those parts of a congested area with adequate safe forced
landing areas shall be considered non-hostile.
81.
Obstacle. Obstacles include the surface of the earth, whether land or sea.
82.
Obstacle Clearance Altitude (OCA) or Obstacle Clearance Height (OCH).
The lowest altitude or the lowest height above the elevation of the relevant runway
threshold or the aerodrome elevation as applicable, used in establishing compliance
with appropriate obstacle clearance criteria.
Note 1 - Obstacle clearance altitude is referenced to mean sea level and obstacle clearance height is
referenced to the threshold elevation or in the case of non-precision approaches to the aerodrome
elevation or the threshold elevation if that is more than 2 m (7ft) below the aerodrome elevation. An
obstacle clearance height for a circling approach is referenced to the aerodrome elevation.
Note 2 - For convenience when both expressions are used they may be written in the form "obstacle
clearance altitude/height" and abbreviated "OCA/H".
83.
Offshore Operations. Operations which routinely have a substantial proportion
of the flight conducted over sea areas to or from offshore locations. Such operations
include, but are not limited to, support of offshore oil, gas and mineral exploitation and
sea-pilot transfer.
84.
Operation. An activity or group of activities which are subject to the same or
similar hazards and which require a set of equipment to be specified, or the
achievement and maintenance of a set of pilot competencies, to eliminate or mitigate
the risk of such hazards.
Note - Such activities could include, but would not be limited to, offshore operations, hell-hoist operations
or emergency medical service.
85.
Operational Control. The exercise of authority over the initiation, continuation,
diversion or termination of a flight in the interest of the safety of the aircraft and the
regularity and efficiency of the flight.
86.
Operational Flight Plan. The operator's plan for the safe conduct of the flight
based on considerations of helicopter performance, other operating limitations and
relevant expected conditions on the route to be followed and at the heliports concerned.
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87.
Operations in Performance Class 1. Operations with performance such that, in
the event of a critical power-unit failure, performance is available to enable the
helicopter to safely continue the flight to an appropriate landing area, unless the failure
occurs prior to reaching the take-off decision point (TDP) or after passing the landing
decision point (LDP), in which cases the helicopter must be able to land within the
rejected take-off or landing area.
88.
Operations in Performance Class 2. Operations with performance such that, in
the event of critical engine failure, performance is available to enable the helicopter to
safely continue the flight to an appropriate landing area, except when the failure occurs
early during the take-off maneuver or late in the landing maneuver, in which cases a
forced landing may be required.
89.
Operations in Performance Class 3. Operations with performance such. that, in
the event of a engine failure at any time during the flight, a forced landing will be
required.
90.
Operations Manual. A manual containing procedures, instructions and guidance
for use by operational personnel in the execution of their duties.
91.
Operations Specifications. The authorizations, conditions and limitations
associated with the air operator permit/ certificate and subject to the conditions in the
operations manual.
92.
Operator. A person, organization or enterprise engaged in or offering to engage
in an aircraft operation.
93.
Operator's Maintenance Control Manual. A document which describes the
operator's procedures necessary to ensure that all scheduled and unscheduled
maintenance is performed on the operator's aircraft on time and in a controlled and
satisfactory manner.
94.
Performance-based Navigation (PBN). Area navigation based on performance
requirements for aircraft operating along an ATS route, on an instrument approach
procedure or in a designated airspace.
Note - Performance requirements are expressed in navigation specifications (RNAV specification, RNP
specification) in terms of accuracy, integrity, continuity, availability and functionality needed for the
proposed operation in the context of a particular airspace concept.
95.
Performance Class 1 Helicopter. A helicopter with performance such that, in
case of engine failure, it is able to land on the rejected take-off area or safely continue
the flight to an appropriate landing area.
96.
case of engine failure, it is able to safely continue the flight, except when the failure
occurs prior to a defined point after take-off or after a defined point before landing, in
which cases a forced landing may be required.
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97.
case of engine failure at any point in the flight profile, a forced landing must be
performed.
98.
Pilot-in-Command. The pilot designated by the operator, or in the case of
general aviation, the owner, as being in command and charged with the safe conduct of
a flight.
99.
Psychoactive Substances. Alcohol, opioids, cannabinoids, sedatives and
hyponotics, cocaine, other psychostimulants, hallucinogens, and volatile solvents,
whereas coffee and tobacco are excluded.
100.
R. Rotor radius.
101. Rejected Take-Off Distance Available (RTODAH). The length of the final
approach and take-off area declared available and suitable for helicopters operated in
Performance Class 1 to complete a rejected take-off.
102. Rejected Take-Off Distance Required (RTODRH). The horizontal distance
required from the start of the take-off to the point where the helicopter comes to a full
stop following a power unit failure and rejection of the take-off at the take-off decision
point.
103. Repair. The restoration of an aeronautical product to an airworthy condition to
ensure that the aircraft continues to comply with the design aspects of the appropriate
airworthiness requirements used for the issuance of the type certificate for the
respective aircraft type, after it has been damaged or subjected to wear.
104. Reported Headwind Component. Reported headwind component is interpreted
as being that reported at the time of flight planning and may be used provided there is
no significant change of unfactored wind prior to take-off.
105. Required Communication Perfomance (RCP). A statement of the performance
requirements for operational communication in support of specific ATM functions.
106. Required Communication Performance Type (RCP Type). A label (e.g. RCP
240) that represents the values assigned to RCP parameters for communication
transaction time, continuity, availability and integrity.
107. Required Navigation Performance (RNP). A statement of the navigation
performance necessary for operation within a defined airspace.
Note - Navigation performance and requirements are defined for a particular RNP type and/or
application.
108. Rest Period. Any period of time on the ground during which a flight crew
member is relieved of all duties by the operator.
109. Rotation Point (RP). The rotation point is defined as the point at which a cyclic
input is made to initiate a nose-down attitude change during the take-off flight path. It is
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the last point in the take-off path from which, in the event of an engine failure being
recognized, a forced landing on the deck can be achieved.
110. Runway Visual Range (RVR). The range over which the pilot of an aircraft on
the centre line of a runway can see the runway surface markings or the lights
delineating the runway or identifying its centre line.
111. Safe Forced Landing. Unavoidable landing or ditching with a reasonable
expectancy of no injuries to persons in the aircraft or on the surface.
112. Safety Management System. A systematic approach to managing safety,
including the necessary organizational structures, accountabilities, policies and
procedures
113. Safety Programme. An integrated set of regulations and activities aimed at
improving safety.
114.
Series of flights are consecutive flights that,

114.1. begin and end within a period of 24 hours; and
114.2. are all conducted by the same pilot-in-command.
115. Special VFR Flight. A VFR flight cleared by air traffic control to operate within a
control zone in meteorological conditions below VMC.
116.
State of the Aerodrome. The State in whose territory the aerodrome is located.
Note. State of the Aerodrome includes heliports and landing locations.
117. Synthetic Vision system (SVS). A system to display data-derived synthetic

images of the external scene from the perspective of the flight deck.
118.
State of Registry. The State on whose register the aircraft is entered.
119. State of the Operator. The State in which the operator's principal place of
business is located or, if there is no such place of business, the operator's permanent
residence.
120. Take-off and Initial Climb Phase. That part of the flight from the start of take-off
to 500 ft (150 m) above the elevation of the FATO, if the flight is planned to exceed this
height, or to the end of the climb in the other cases.
121. Take-off Decision Point (TDP). The point used in determining take-off
performance from which, a engine failure occurring at this point, either a rejected takeoff may be made or a take-off safely continued.
Note.- TDP applies to performance Class I helicopters.
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122. Take-Off Distance Available (TODAH). The length of the final approach and
take-off area plus the length of helicopter clearway (if provided) declared available and
suitable for helicopters to complete the take-off.
123. Take-off Distance Required (TODRH). The horizontal distance required from
the start of the take-off to the point at which VTOSS, a selected height and a positive
climb gradient are achieved, following failure of the critical power unit being recognized
at TDP, the remaining power units within approved operating limits. The selected height
is to be determined with the use of Helicopter Flight Manual data, and is to be at least
10.7 m (35 ft) above:
123.1. the take-off surface; or
123.2. as an alternative, a level defined by the highest obstacle in the take-off
distance required.
124. Take-Off Flight Path. The vertical and horizontal path, with the critical powerunit inoperative, from a specified point in the take-off to 1000 ft above the surface.
125. Take-Off Mass. The take-off mass of the helicopter shall be taken to be its mass,
including everything and everyone carried at the commencement of the take-off.
126. Traffic Load. The total mass of passengers, baggage and cargo, including any
non-revenue load.
127. Touchdown and Lift-Off Area (TLOF). A load bearing area on which a
helicopter may touchdown or lift off.
128.
VFR flight. A flight conducted in accordance with the visual flight rules.
VFR. The symbol used to designate the visual flight rules.

129. Visual Meteorological Conditions (VMC).Meteorological conditions expressed
in terms of visibility, distance from cloud, and ceiling equal to or better than specified
minima.
VMC. The symbol used to designate visual meteorological conditions.
Note. - The specified minima are contained in CAR Section 9 Series `C' Part 1.
130. VToss. The minimum speed at which climb shall be achieved with the critical
power-unit inoperative, the remaining engines operating within approved operating
limits.
Note.- The speed referred to above may be measured by instrument indications or achieved by a
procedure specified in the flight manual.
131.
Vy. Best rate of climb speed.
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PART 1 : GENERAL
SUBPART C : GENERAL RULES
1.
COMPLIANCE WITH LAWS, REGULATIONS AND PROCEDURES
1.1.
The operator engaged in commercial operations shall ensure that all employees
are fully aware and shall comply with the laws, regulations and procedures of the
DGCA.
1.2.
The operator shall ensure that all pilots are familiar with the laws, regulations and
procedures, pertinent to the performance of their duties, prescribed for the areas to be
traversed, the heliport or landing site to be used and the air navigation facilities relating
thereto. The operator shall ensure that other members of the flight crew are familiar with
such of these laws, regulations and procedures as are pertinent to the performance of
their respective duties in the operation of the helicopter.
1.3.
Operators shall ensure that flight crew members demonstrate the ability to speak
and understand the English language used for radiotelephony communications as
specified in para 6A (Language Proficiency) of Sec A Schedule 2 of Aircraft Rules 1937.
1.4.
An operator or a designated representative shall have responsibility for
operational control.
1.5.
Responsibility for operational control shall be delegated only to the pilot-incommand and a flight operations officer/ flight dispatcher if an operator's approved
method of control and supervision of flight operations requires the use of flight
operations officer/ flight dispatcher personnel.
1.6.
If an emergency situation which endangers the safety of the helicopter or
persons becomes known first to the flight operations officer/ flight dispatcher, action by
that person shall include, where necessary, notification to the appropriate authorities of
the nature of the situation without delay, and requests for assistance if required.
1.7.
If an emergency situation occurs within India, which endangers the safety of the
helicopter or persons necessitates the taking of action which involves a violation of
regulations or procedures, the pilot-in-command/ operator shall notify the nearest Air
Safety office of DGCA without delay. In the event such emergency situation occurs
outside India, the pilot-in-command shall notify the appropriate local authority without
delay and if required by the State in which the incident occurs, the pilot-in-command
shall also submit a report of the occurrence on any such violation to the appropriate
authority of such State. The pilot-in-command shall submit a copy of the occurrence to
the DGCA marked attention of Director of Air Safety (Headquarters) with a copy
endorsed to the Regional Air Safety Office where the helicopter is normally based. Such
reports shall be submitted within 48 hours.
1.8.
Operators shall ensure that pilot-in-command have available on board the

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helicopter, all the essential information concerning the search and rescue services in
the area over which the helicopter will be flown.
Note.- This information may be made available to the pilot by means of the Operations Manual or such
other means as is considered appropriate.
1.9.
An operator shall establish and maintain an accident prevention and flight safety
programme as per the requirements given in CAR Section 5, Series F Part I
1.10. An operator of a helicopter fitted with a flight data recorder should establish and
maintain a flight data analysis programme as part of its accident prevention and flight
safety programme in accordance with CAR Section 5, Series 'F Part II
Note. An operator may contract the operation of a flight data analysis programme to another party while
retaining overall responsibility for the maintenance of such a programme.
1.11. Any flight data analysis programme shall be non-punitive and contain adequate
safeguards to protect the source(s) of the data.
2.
COMPLIANCE WITH DGCA RULES AND REGULATIONS BY FOREIGN
OPERATORS
2.1.
When DGCA identifies a case of non-compliance or suspected non-compliance
by a foreign operator with laws, regulations and procedures applicable within India or a
similar serious safety issue with that operator, then DGCA shall immediately notify the
operator and, if the issue warrants it, the State of Registry.
2.2.
In the case of notification to State of Registry as specified in 2.1, if the issue and
its resolution warrant it, DGCA shall engage in consultations with the State of Registry,
as applicable, concerning the safety standards maintained by the operator.
3.
SAFETY MANAGEMENT
3.1.
The Operator shall follow the safety programme established by DGCA, from time
to time, to achieve an acceptable level of safety in the operation of aircraft.
3.2.
The safety programme includes the legislative and regulatory provisions, which
the operator is required to comply for the conduct of safe operations. It also includes
provisions relating to activities such as incident reporting, safety investigations, safety
audits and safety promotions as required in the various documents issued by DGCA.
3.3.
An operator shall implement a safety management system acceptable to the
DGCA, which as a minimum:
3.3.1. identifies safety hazards;
3.3.2. ensures that remedial action necessary to maintain an acceptable level of
safety is implemented;
3.3.3. provides for continuous monitoring and regular assessment of the safety
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level achieved; and
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3.3.4. aims to make continuous improvement to the overall level of safety.

3.4.
The detailed requirements and guidance for establishing safety management
system are given in CAR Section1, Series C Part I.
3.5.
An operator shall establish a flight safety documents system, for the use and
guidance of operational personnel, as part of its safety management system. The
requirements on flight safety documents system are given in CAR Section 5, Series 'F
Part I
4.
DANGEROUS GOODS.
4.1.
The operator shall adhere to the provisions for carriage of dangerous goods as
contained in Aircraft (Carriage of Dangerous Goods) Rules, 2003 and CAR Section 11.
5.
USE OF PSYCHOACTIVE SUBSTANCES.
5.1.
The operator shall adhere to the provisions concerning the use of psychoactive
substances as contained in Rule 24 of the Aircraft Rules, 1937 and CAR Section 9
Series 'C' Part I.
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PART 1 : GENERAL
SUB PART D - OPERATIONAL CERTIFICATION AND SUPERVISION
1.
AIR OPERATOR PERMIT
1.1.
An operator shall not engage in commercial air transport operations unless in
possession of a valid Air Operator Permit issued by DGCA in accordance with the
procedure specified in CAP 3100.
1.2.
The Air operator permit shall authorize the operator to conduct commercial air
transport operations in accordance with specified authorizations, conditions and
limitations as may be specified therein.
Note - Provisions for the content of the air operator permit and its associated operations specifications are
contained in Paras 1.5 and 1.6.
1.3.
The issue of an air operator permit by the DGCA shall be dependent upon the
operator demonstrating an adequate organization, method of control and supervision of
flight operations, training programme as well as ground handling and maintenance
arrangements consistent with the nature and extent of the operations specified.
1.4.
The continued validity of an Air operator permit/ certificate shall depend upon the
operator maintaining the requirements of Para 1.3 under the supervision of DGCA.
1.5.
The air operator permit/ certificate shall contain at least the information as given
in CAR Section 3 Series C Part III and CAP 3100.
1.6.
The operations specifications associated with the air operator permit / certificate
shall contain the information as given in CAR Section 3 Series C Part Ill and CAP 3100.
1.7.
DGCA shall carry out surveillance of the permit holders to ensure continued
surveillance so that the required standards of operations established vide Paras 1.1 1.6 ibid are maintained. The operator shall ensure that its capability to undertake air
transport operations and maintenance of aircraft is not allowed to degrade and shall
ensure compliance with CAR Section 2 Series 'A' Part IV and CAR Section 8 Series 'A'
Part II in this regard.
2.
POWER TO INSPECT.
2.1.
An operator shall ensure that any person authorized by the DGCA is permitted at
any time to board and fly in any helicopter operated in accordance with an AOP issued
by that the DGCA and to enter and remain in the cockpit provided that the commander
may refuse access to the cockpit if, in his opinion, the safety of the helicopter would
thereby be endangered.
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3.
PRODUCTION OF DOCUMENTATION AND RECORDS.
3.1.
An operator shall:
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3.1.1. Give any person authorized by the DGCA access to any documents and
records which are related to flight operations or maintenance; and
3.1.2. Produce all such documents and records, when requested to do so by the
DGCA, within a reasonable period of time.
3.2.
The commander shall, within a reasonable time of being requested to do so by a
person authorized by an the DGCA, produce to that person the documentation required
to be carried on board.
3.3.
Preservation of Documentation. An operator shall ensure that:

3.3.1. Any original documentation, or copies thereof, that he is required to
preserve is preserved for the required retention period even if he ceases to be
the operator of the helicopter; and
3.3.2. Where a crew member, in respect of whom an operator has kept a record,
becomes a crew member for another operator, that record is to be made
available to the new operator.
4.
SURVEILLANCE OF OPERATIONS BY A FOREIGN OPERATOR
4.1.
An air operator certificate issued by another Contracting State, shall be
recognized as valid, provided that the requirements under which the certificate was
issued are at least equal to the applicable requirements specified in this CAR
4.2.
DGCA shall conduct surveillance of operators while operating through India as
per the established programme and take appropriate action when necessary to
preserve safety. The notification and procedure to conduct such surveillance is given in
AIC 5 of 2009.
4.3.
An operator shall meet and maintain the requirements established by DGCA
while operating through India.
Note.Guidance on the surveillance of operations by foreign operators may be found in the Manual of
Procedures for Operations Inspection, Certification and Continued Surveillance (Doc 8335).
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PART 1 : GENERAL
SUBPART E : DOCUMENTATION
1.
OPERATIONS MANUAL
1.1.
The operator shall provide operations staff and flight crew with an aircraft
operating manual, for each aircraft type operated, containing the normal, abnormal and
emergency procedures relating to the operation of the aircraft. The manual shall include
details of the aircraft systems and of the checklists to be used. The design of the
manual shall observe human factors principles. The manual shall be easily accessible
to the flight crew during all flight operations.
Note. Guidance material on the application of Human Factors principles can be found in the Human
Factors Training Manual (ICAO-Doc 9683).
1.2.
Instructions on preparation of the Operations Manual are contained in CAP 8100.
The contents of the manual shall meet the requirements specified therein. The
operations manual shall be amended or revised as necessary to ensure that the
information contained therein is kept up to date. All such amendments or revisions shall
be issued to all personnel that are required to use this manual prior to undertaking any
operation affected by the revised information or procedure.
2.
CHECKLISTS
2.1.
The checklists provided in accordance with Para 1.1 ibid shall be used by flight
crews prior to, during and after all phases of operations, and in emergency, to ensure
compliance with the operating procedures contained in the aircraft operating manual
and the flight manual or other documents associated with the Certificate of
Airworthiness and otherwise in the operations manual. The design and utilization of
check lists shall observe human factors principle.
Note.- Guidance material on the application of human factor principles can be found In Human Factors
Training Manual (ICAO-DOC 9683)
3.
MANDATORY DOCUMENTS FOR ALL FLIGHTS
3.1.
No person in charge of any aircraft shall allow such aircraft to be flown unless the
following valid documents, as applicable (in original or attested copies), are carried on
board the aircraft:
3.1.1. Certificate of Registration;
3.1.2. Certificate of Airworthiness;
3.1.3. Airworthiness Review Certificate (ARC);
3.1.4. Air Operators Permit;
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3.1.5. Appropriate Licences for each member of the flight crew;

3.1.6. Aeromobile Radio Operation Licence for radio communication apparatus;
3.1.7. Third Party liability Insurance Certificate
3.1.8. Journey Log Book/ Tech Log approved by the DGCA;
3.1.9. A document attesting Noise Certification of the aeroplane/ helicopter;
3.1.10. Operations Manual;
3.1.11. Minimum Equipment List;
3.1.12. Helicopter Flight Manual ;
3.1.13. Cabin Crew Manual(if applicable);
3.1.14. Cockpit and Emergency Check List unless these form part of Flight
Manual, carried on board;
3.1.15. Aeroplane/ Helicopter search procedure checklist;
3.1.16. Maintenance Release/ Certificate to release to service;
3.2.
Additional Information and Forms to be Carried. An operator shall ensure that, in
addition to the documents and manuals prescribed above, the following information and
forms, relevant to the type and area of operation, are carried on each flight:
3.2.1. Operational Flight Plan;
3.2.2. Details of the filed ATS flight plan;
3.2.3. Appropriate NOTAM/ AIS briefing documentation;
3.2.4. Appropriate meteorological information;
3.2.5. Current maps and charts and associated documents;
3.2.6. Mass and Balance Documents including Load and Trim Sheet for the
flight;
3.2.7. LOPA (Layout of Passenger Arrangement);
3.2.8. Emergency and Safety Equipment Layout;
3.2.9. Passenger/ Load Manifest;
3.2.10. Notification of special categories of passenger such as security personnel,
if not considered as crew, handicapped persons, inadmissible passengers,
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3.2.11. Notification of special loads including dangerous goods including written

information to the commander;
3.2.12. Forms to comply with the reporting requirements of the DGCA and the
operator.
3.3.
All operators of passenger aircraft shall provide passenger safety information
briefing card at every passenger seat location. Such card shall make use of symbology
to convey the instructions in a clear and concise manner and shall at least cover the
following instructions:
3.3.1. When seat belts are to be fastened. Illustration showing the fastening,
tightening and unfastening of seat belts.
3.3.2. When and how Oxygen equipment is to be used.
3.3.3. Restrictions on Smoking.
3.3.4. Location and method of opening emergency exits.
3.3.5. Use of evacuation slides.
3.3.6. How to brace oneself while experiencing impact loads for all seat
orientations.
3.3.7. Location and Use of Life Saving Rafts/Jackets for over water flights.
3.3.8. Routes from passenger area to emergency exits.
3.3.9. Restrictions on use of mobile phone, laptops, electronic devices, etc.
3.4.
The DGCA may permit the information detailed in Para 3.2 above, or parts
thereof, to be presented in a form other than on printed-paper. An acceptable standard
of accessibility, usability and reliability must be assured.
3.5.
In case a document has been submitted to a competent authority for renewal or
for any other action, that fact shall be deemed as valid excuse for its not being carried
on board an aircraft. In such a case a document issued by the operator shall be carried
stating that the required document has been submitted to the authority
4.
MASS AND BALANCE DOCUMENTATION
4.1.
Requirements
4.1.1. An operator shall specify in the operations manual a system to establish
mass and balance documentation prior to each flight specifying the load and its
distribution.
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4.1.2. The mass and balance documentation must enable the commander to
determine that the load and its distribution is such that the mass and balance
limits of the helicopter are not exceeded.
4.1.3. The person preparing the mass and balance documentation must be
named on the document. The person supervising the loading of the helicopter
must confirm by signature that the load and its distribution are in accordance with
the mass and balance documentation. This document must be acceptable to the
commander, his acceptance being indicated by countersignature or equivalent.
4.1.4. An operator must specify procedures for Last Minute Changes to the load.
4.1.5. Subject to the approval of the DGCA, an operator may use an alternative
to the procedures required by paragraphs 4.1.1 4.1.4 above.
4.2.
Contents. The mass and balance documentation must contain the following
information:
4.2.1. The helicopter registration and type;
4.2.2. The flight identification number and date;
4.2.3. The identity of the Commander;
4.2.4. The identity of the person who prepared the document;
4.2.5. The dry operating mass and the corresponding CG of the helicopter;
4.2.6. The mass of the fuel at take-off and the mass of trip fuel;
4.2.7. The mass of consumables other than fuel;
4.2.8. The components of the load including passengers, baggage, freight and
ballast;
4.2.9. The Take-off Mass, Landing Mass ;
4.2.10. The load distribution;
4.2.11. The applicable helicopter CG positions; and
4.2.12. The limiting mass and CG values.
4.2.13. Subject to the approval of the DGCA, an operator may omit some of this
Data from the mass and balance documentation.
4.3.
Last Minute Change:

4.3.1. If any last minute change occurs after the completion of the mass and
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balance documentation, this must be brought to the attention of the commander
and the last minute change must be entered on the mass and balance
documentation.
4.3.2. The maximum allowed change in the number of passengers or hold load
acceptable as a last minute change must be specified in the Operations Manual.
If this number is exceeded, new mass and balance documentation must be
prepared.
4.4.
Computerized Systems. Where mass and balance documentation is generated
by a computerized mass and balance system, the operator must verify the integrity of
the output data. He must establish a system to check that amendments of his input data
are incorporated properly in the system and that the system is operating correctly on a
continuous basis by verifying the output data at intervals not exceeding six months.
4.5.
On-board mass and balance systems. An operator must obtain the approval of
the DGCA if he wishes to use an on-board mass and balance computer system as a
primary source for dispatch.
4.6.
Data-link. When mass and balance documentation is sent to helicopters via datalink, a copy of the final mass and balance documentation as accepted by the
commander must be available on the ground.
5.
JOURNEY LOG BOOK
5.1.
The helicopter journey log book should contain the following minimum items and
the corresponding roman numerals:
5.1.1. Helicopter nationality and registration.
5.1.2. Date.
5.1.3. Names of crew members.
5.1.4. Duty assignments of crew members.
5.1.5. Place of departure.
5.1.6. Place of arrival.
5.1.7. Time of departure.
5.1.8. Time of arrival.
5.1.9. Hours of flight.
5.1.10. Nature of flight (private, scheduled or nonscheduled).
5.1.11. Incidents, observations, if any.
5.1.12. Signature of person in charge.
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Entries in the journey log book should be made currently and in ink.
5.3.
Completed journey log books should be retained to provide a continuous record
of the last six months' operations.
Note - The details of contents of journey log book are given in CAR Section 2, Series X' Part VI.
6.
RECORDS OF EMERGENCY AND SURVIVAL EQUIPMENT
6.1.
Operators shall at all times have available for immediate communication to
rescue co-ordination centers, lists containing information on the emergency and survival
equipment carried on board their helicopters. The information shall include, as
applicable, the number colour and type of life rafts and pyrotechnics, details of
emergency medical supplies, water supplies and the type and frequencies of the
emergency portable radio equipment.
7.
FLIGHT RECORDER RECORDS
7.1.
An operator shall ensure, to the extent possible, in the event the helicopter
becomes involved in an accident or incident, the preservation of all related flight
recorder records and if necessary the associated flight recorders and their retention in
safe custody pending their disposition as determined by DGCA.
8.
FUEL AND OIL RECORDS
8.1.
The operator shall maintain fuel and oil records to enable DGCA to ascertain that
the helicopter was equipped with sufficient fuel and oil for each flight, in accordance with
the requirements specified later in this document.
8.2.
Fuel and oil records shall be retained by the operator for a period of six months.
9.
DOCUMENT STORAGE PERIODS
9.1.
An operator shall ensure that the following information/documentation is stored in
an acceptable form, accessible to the DGCA, for the periods shown in the Tables below.
9.2.
Information Used For The Preparation And Execution Of A Flight.
Operational flight plan
6 months*
Helicopter Journey/ Technical log
24 months after the

date of the last
entry
Mass and balance documentation
6 months*
Notification of special loads including written information to the

6 months*
commander about dangerous goods
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9.3.
Reports.
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Flight report(s) for recording details of any occurrence or any 12 months*

event which the commander deems necessary to report/
record e.g. Occurrence Reports/ Flight Safety Reports etc
Reports on exceeding of duty period and/ or reducing rest 12 months*
periods
9.4.
Flight Crew Records.
Flight, Duty and Rest time
15 months*
Licence
As long as the flight crew

member is exercising the
privileges of the licence
for the operator
Conversion training and Checking
3 years
Command course (including checking)
3 years
Recurrent training and Checking
3 years
Training and checking to operate in either pilots seat
3 years
Recent experience
3 years
Route and aerodrome competence
3 years
Training and qualification for special operations
3 years
Dangerous Goods training as appropriate
3 years
9.5.
Cabin Crew Records
Flight, Duty and Rest time
15 months*
Initial training, conversion and differences As long as the cabin crew member is
training (including checking)
employed by the operator
Recurrent training and refresher
(including checking)
Until 12 months after the cabin crew

member has left the employment of the
operator*
Dangerous Goods training as appropriate
3 years
9.6.
Records For Other Operations Personnel.

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Training/ qualification records of other

personnel for whom an approved training Last 2 training records
programme is required.
9.7.
Other records.
Quality System records
5 years
Dangerous Goods Transport Document
6 months after completion of the flight*
Dangerous Goods Acceptance Checklist
Passenger/ Load manifests
Pre-flight medical checks
* Note : The period will be as specified or till the conduct of the regulatory audit,
whichever is later.
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PART 2 : OPERATIONS
SUBPART A HELICOPTER PERFORMANCE
PERFORMANCE GENERAL
1.
APPLICABILITY
1.1.
Helicopters with a passenger seating configuration of more than 19, or
helicopters operating to or from a heliport or landing site in a congested hostile
environment should be operating in performance Class 1.
1.2.
Helicopters with a passenger seating configuration of 19 or less but more than 9
should be operating in performance Class 1 or 2, unless operating to or from a
congested hostile environment in which case the helicopters should be operating in
performance Class 1.
1.3.
Helicopters with a passenger seating configuration of 9 or less should be
operating in performance Class 1, 2 or 3, unless operating to or from a congested
hostile environment in which case the helicopters should be operating in performance
Class 1.
1.4.
Exception. HEMS operations may be undertaken in performance Class 1 or 2
over congested hostile environment.
2.
GENERAL
2.1.
An operator shall ensure that the mass of the helicopter is not greater than the
mass at which the requirements of the appropriate Subpart can be complied with for the
flight to be undertaken, allowing for expected reductions in mass as the flight proceeds,
and for such fuel jettisoning as is provided for in the particular requirement for the
following: 2.1.1. At the start of the take-off; or, in the event of in-flight re-planning
2.1.2. At the point from which the revised operational flight plan applies.
2.2.
An operator shall ensure that the approved performance data contained in the
Helicopter Flight Manual is used to determine compliance with the laid down
requirements.
2.3.
When showing compliance with the requirements of the appropriate Subpart, due
account shall be taken of the following parameters:
2.3.1. Mass of the helicopter;
2.3.2. Helicopter configuration;
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2.3.3. Environmental conditions, in particular pressure altitude and temperature;

2.3.4. Wind
2.3.4.1. For take-off, take-off flight path and landing requirements,
accountability for wind shall be no more than 50% of any reported steady
head wind component of 5 knots or more.
2.3.4.2. Where take-off and landing with a tail wind component is permitted
in the Helicopter Flight Manual, and in all cases for the take-off flight path,
not less than 150% of any reported tail wind component shall be taken into
account.
2.3.4.3. Where precise wind measuring equipment enables accurate
measurement of wind velocity over the point of take-off and landing,
alternate wind components specific to a site may be approved by the
DGCA.
2.3.5. Operating techniques; and
2.3.6. Operation of any system which may have adverse effect on performance.
3.
OPERATING CONDITIONS
3.1.
For helicopters operating in performance Class 2 or 3 in any flight phase where
an engine failure may cause the helicopter to force-land:
3.1.1. a minimum visibility should be defined by the operator, taking into account
the characteristics of the helicopter, but should not be less than 1500 m for
helicopters operating in performance Class 3; and
3.1.2. the operator should verify that the surface below the intended flight path
permits the pilot to execute a safe forced landing.
3.2.
Performance Class 3 operations are not to be performed:

3.2.1. out of the sight of the surface; or
3.2.2. at night; or
3.2.3. when the cloud ceiling is less than 180 m (600 ft).
4.
OBSTACLE ACCOUNTABILITY
4.1.
For the purpose of obstacle clearance requirements, an obstacle, located beyond
the FATO, in the take-off flight path or the missed approach flight path, shall be
considered if its lateral distance from the nearest point on the surface below the
intended flight path is not further than:
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4.1.1. For VFR operations half of the minimum FATO (or the equivalent term
used in the Flight Manual) width defined in the Helicopter Flight Manual (or, when
no width is defined 0.75D), plus 0.25 times D (or 3 m, whichever is greater), plus:
4.1.1.1. 0.10 DR for VFR day operations
4.1.1.2. 0.15 DR for VFR night operations
4.1.2. For IFR operations 1.5 D (or 30 m, whichever is greater), plus:
4.1.2.1. 0.10 DR for IFR operations with accurate course guidance
0.15 DR for IFR operations with standard course guidance
0.30 DR for IFR operations without course guidance
4.1.2.2. when considering the missed approach flight path, the divergence
of the obstacle accountability area only applies after the end of the take-off
distance available;
4.1.2.3. standard course guidance includes ADF and VOR guidance.
Accurate course guidance include ILS, MLS or other course guidance
providing an equivalent navigational accuracy.
4.1.3. For operations with initial take-off conducted visually and converted to
IFR/ IMC at a transition point, the criteria required in Para 4.1.1 apply up to the
transition point then the criteria required in Para 4.1.2 apply after the transition
point:
4.1.3.1. the transition point cannot be located before the end of TODRH for
helicopters operating in Performance Class 1 and before the DPATO for
helicopters operating in Performance Class 2;
4.2.
For take-off using a backup (or a lateral transition) procedure; for the purpose
of obstacle clearance requirements, an obstacle, located in the back-up (or lateral
transition) area, shall be considered if its lateral distance from the nearest point on the
surface below the intended flight path is not further than :
4.2.1. half of the minimum FATO (or the equivalent term used in the Flight
Manual) width defined in the Helicopter Flight Manual (or, when no width is
defined 0.75 D),
4.2.2. plus 0 .25 times D (or 3 m, whichever is greater),
4.2.3. plus 0.10 for VFR day of the distance travelled from the back of the FATO.
4.3.
Detailed instructions on computing heliport/ landing site obstacle avoidance
margins are covered in CAR Section 4 Series B Part III.
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Obstacles may be disregarded if they are situated beyond:

4.4.1. 7 R for day operations if it is assured that navigational accuracy can be
achieved by reference to suitable visual cues during the climb;
4.4.2. 10 R for night operations if it is assured that navigational accuracy can be
achieved by reference to suitable visual cues during the climb;
4.4.3. 300 m if navigational accuracy can be achieved by appropriate navigation
aids; and
4.4.4. 900 m in the other cases.
PERFORMANCE CLASS 1
5.
GENERAL
5.1.
An operator shall ensure that helicopters operated in Performance Class 1 are
certificated in Category A.
6.
TAKE-OFF
6.1.
An operator shall ensure that:

6.1.1. The take-off mass does not exceed the maximum take-off mass specified
in the Helicopter Flight Manual, for the procedure to be used.
6.1.2. The take-off mass is such that:
6.1.2.1. it is possible to reject the take-off and land on the FATO in case of
the critical power-unit failure being recognized at or before the TDP;
6.1.2.2. the rejected take-off distance required does not exceed the rejected
take-off distance available; and
6.1.2.3. The take-off distance required does not exceed the take-off
distance available
6.1.2.4. As an alternative, the requirement in Para 6.1.2.1 ibid may be
disregarded provided that the helicopter, with the critical power unit failure
recognized at TDP can, when continuing the take-off, clear all obstacles to
the end of the take-off distance required by a vertical margin of not less
than 10.7 m (35 ft)
6.2.
When showing compliance with Para 6.1 above, account shall be taken of the
appropriate parameters of Para 2.3 at the heliport of departure.
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6.3.
The part of the take-off up to and including TDP shall be conducted in sight of
the surface such that a rejected take-off can be carried out.
6.4.
For take-off using a backup (lateral transition) procedure, the operator shall
ensure that, with the critical power-unit inoperative, all obstacles in the back-up (lateral
transition) area are cleared by an adequate margin.
7.
TAKE-OFF FLIGHT PATH
7.1.
An operator shall ensure that, from the end of the take-off distance required with
the critical power unit failure recognized at the TDP:
7.1.1. The take-off mass is such that the take-off flight path provides a vertical
clearance of not less than 10.7 m (35 ft) for VFR operations and 10.7 m (35 ft) +
0.01 DR for IFR operations above all obstacles located in the climb path. Only
obstacles as specified in Para 3 have to be considered.
7.1.2. Where a change of direction of more than 15 is made, adequate
allowance is made for the effect of bank angle on the ability to comply with the
obstacle clearance requirements. This turn is not to be initiated before reaching a
height of 61 m (200 ft) above the take-off surface unless permitted as part of an
approved procedure in the Flight Manual.
7.2.
When showing compliance with Para 6.1 above, account shall be taken of the
8.
EN-ROUTE CRITICAL POWER UNIT INOPERATIVE
8.1.
An operator shall ensure that the en-route flight path with the critical power unit
inoperative, appropriate to the meteorological conditions expected for the flight complies
with either of the following at all points along the route: 8.1.1. When it is intended that the flight will be conducted at any time out of sight
of the surface, the mass of the helicopter permits a rate of climb of at least 50
ft/minute with the critical power unit inoperative at an altitude of at least 300 m
(1000 ft) 600 m (2000 ft) in areas of mountainous terrain, above all terrain and
obstacles along the route within 9.3 km (5 nm) on either side of the intended
track.
8.1.2. When it is intended that the flight will be conducted without the surface in
sight, the flight path permits the helicopter to continue flight from the cruising
altitude to a height of 300 m (1000 ft) above a landing site where a landing can
be made in accordance with Para 8. The flight path clears vertically, by at least
300 m (1000 ft), 600 m (2000 ft) in areas of mountainous terrain, all terrain and
obstacles along the route within 9.3 km (5 nm) on either side of the intended
track. Drift-down techniques may be used.
8.1.3. When it is intended that the flight will be conducted in VMC with the
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surface in sight, the flight path permits the helicopter to continue flight from the
cruising altitude to a height of 300 m (1000 ft) above a landing site where a
landing can be made in accordance with Para 8, without flying at any time below
the appropriate minimum flight altitude, obstacles within 900m on either side of
the route need to be considered.
8.2.
When showing compliance with paragraph 7.1.2 or 7.1.3 above, an operator shall
ensure that:
8.2.1. The critical power unit is assumed to fail at the most critical point along the
route
8.2.2. Account is taken of the effects of winds on the flight path.
8.2.3. Fuel jettisoning is planned to take place only to an extent consistent with
reaching the heliport or landing site with the required fuel reserves and using a
safe procedure.
8.2.4. Fuel jettisoning is not planned below 1000 ft above terrain.
8.3.
The width margins of Paras 7.1.1 and 7.1.2 above shall be increased to 18.5 km
(10 nm) if the navigational accuracy cannot be met for 95% of the total flying time.
9.
LANDING
9.1.

9.1.1. The landing mass of the helicopter at the estimated time of landing does
not exceed the maximum mass specified in the Helicopter Flight Manual, for the
procedure to be used.
9.1.2. In the event of the critical power unit failure being recognized at any point
at or before the LDP, it is possible either to land and stop within the FATO, or to
perform a balked landing and clear all obstacles in the flight path by a vertical
margin of 10.7 m (35 ft). Only obstacles as specified in Para 3 ibid have to be
considered;
9.1.3. In the event of the critical power-unit failure being recognized at any point
at or after the LDP, it is possible to clear all obstacles in the approach path; and
9.1.4. In the event of the critical power-unit failure being recognized at any point
at or after the LDP, it is possible to land and stop within the FATO.
9.2.
When showing compliance with 8.1 above, account shall be taken of the
appropriate parameters of Para 2 ibid for the estimated time of landing at the destination
heliport, or any alternate if required.
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9.3.
That part of the landing from the LDP to touchdown shall be conducted in sight of
the surface.
PERFORMANCE CLASS 2
10.
GENERAL
10.1. An operator shall ensure that helicopters operated in Performance Class 2 are
certificated in Category B.
11.
OPERATIONS WITHOUT ASSURED SAFE FORCED LANDING CAPABILITY
11.1. An operator shall be satisfied that operations without an assured safe forced
landing capability during the take-off and landing phases are not conducted unless the
operator has been granted the relevant approval by the DGCA.
11.2.
Approval.
11.2.1. Following a risk assessment, an operator may be authorized to conduct
operations without an assured safe forced landing capability during the take-off
and landing phases, under an approval specifying:
11.2.1.1. The type of helicopter; and
11.2.1.2. The type of operations.
11.2.2. Such an approval will be subject to the following conditions:
11.2.2.1. A set of conditions to be implemented by the operator to obtain and
maintain the approval for the helicopter type;
11.2.2.2. Implementation of a Usage Monitoring System
12.
TAKE-OFF
12.1.
An operator shall be satisfied that:

12.1.1. The take-off mass does not exceed the maximum mass specified for a
rate of climb of 150 ft/ min at 300 m (1000 ft) above the level of the heliport with
the critical power unit inoperative and the remaining power units operating at an
appropriate power rating.
12.1.2. For operations other than specified in Para 10.2, the take-off is conducted
such that a safe forced landing can be executed until the point where safe
continuation of the flight is possible.
12.1.3. For operations in accordance with Para 10.2 in addition to the
requirements of 11.1.1 above:
12.1.3.1. The take-off mass does not exceed the maximum mass specified in
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the Helicopter Flight Manual for an AEO OGE hover in still air with all
power units operating at an appropriate power rating.
12.1.3.2. For operations to/ from a helideck with a helicopter that has a
maximum approved passenger seating configuration (MAPSC) of more
than 19 and for any helicopter operated to/ from a helideck located in a
non-congested hostile environment the take-off mass takes into account:
the procedure; deck-edge miss; and drop down appropriate to the height of
the helideck - with the critical power unit(s) inoperative and the remaining
12.2. When showing compliance with Para 11.1 above, account shall be taken of the
12.3. The part of the take-off before the requirement of Para 12 is met shall be
conducted in sight of the surface.
13.
TAKE-OFF FLIGHT PATH
13.1. An operator shall be satisfied that from DPATO or, as an alternative, no later
than 200 ft above the take-off surface, with the critical power-unit inoperative the
requirements of Para 6 are met.
14.
EN-ROUTE CRITICAL POWER UNIT INOPERATIVE
14.1.
An operator shall ensure that the requirements of Para 7 are met.
15.
LANDING
15.1.
An operator shall be satisfied that:

15.1.1. The landing mass at the estimated time of landing does not exceed the
maximum mass specified for a rate of climb of 150 ft/min at 300 m (1000 ft)
above the level of the heliport with the critical power unit inoperative and the
remaining power units operating at an appropriate power rating.
15.1.2. If the critical power unit fails at any point in the approach path:
15.1.2.1. a balked landing can be carried out meeting the requirement of
Para 12.1; or
15.1.2.2. for operations other than specified in Para 10.2 the helicopter can
perform a safe-forced-landing.
15.1.3. For operations in accordance with Para 10.2 in addition to the
requirements of Para 14.1.1 above:
15.1.3.1. The landing mass does not exceed the maximum mass specified in
the Helicopter Flight Manual for an AEO OGE hover in still air with all
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15.1.3.2. For operations to/ from a helideck with a helicopter that has a
maximum AUW of 5,700 kg and above and any helicopters operated
to/from a helideck located in a non-congested hostile environment the
landing mass takes into account the procedure, and drop down appropriate
to the height of the helideck - with the critical power unit inoperative and the
remaining power unit(s) operating at an appropriate power rating.
15.2. When showing compliance with Para 14.1 above, account shall be taken of the
appropriate parameters of Para 2.3 at the destination heliport or any alternate, if
required.
15.3. The part of the landing after which the requirement of Para 12 cannot be met
shall be conducted in sight of the surface.
PERFORMANCE CLASS 3
16.
GENERAL
16.1.

16.1.1. Helicopters operated in Performance Class 3 are certificated in either
Category A or B.
16.1.2. Operations are only conducted from/ to those heliports and over such
routes, areas and diversions contained in a non-hostile environment, except for
the take-off and landing phase as provided in Para 15.2 below .
16.2. An operator may conduct operations to/ from a heliport located outside a
congested hostile environment, without an assured safe forced landing capability limited
to the take-off and landing phases as follows:
16.2.1. during take-off; before reaching Vy or 200 ft above the take-off surface; or
16.2.2. during landing; below 200 ft above the landing surface;
16.3.
An operator shall ensure that operations are not conducted:

16.3.1. out of sight of the surface;
16.3.2. at night;
16.3.3. when the ceiling is less than 600 ft; or
16.3.4. when the visibility is less than 1500m.
17.
TAKE-OFF
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SERIES 'H' PART I
17.1.
SECTION 8
28 JULY 2014
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17.1.1. The take-off mass does not exceed the maximum take-off mass specified
for a hover in ground effect with all power units operating at take-off power. If
conditions are such that a hover in ground effect is not likely to be established,
the take-off mass shall not exceed the maximum take-off mass specified for a
hover out of ground effect with all power units operating at take-off power.
17.1.2. in the event of a power unit failure, the helicopter is able to perform a safe
forced landing, except when operated in accordance with the alleviation
contained in Para 15.2.
18.
EN-ROUTE
18.1.

18.1.1. The helicopter is able, with all power units operating within the maximum
continuous power conditions specified, to continue along its intended route or to
a planned diversion without flying at any point below the appropriate minimum
flight altitude; and
18.1.2. in the event of a power unit failure, the helicopter is able to perform a safe
forced landing .
19.
LANDING
19.1.

19.1.1. The landing mass of the helicopter at the estimated time of landing does
not exceed the maximum landing mass specified for a hover in ground effect,
with all power units operating at take-off power. If conditions are such that a
hover in ground effect is not likely to be established, the landing mass shall not
exceed the maximum landing mass specified for a hover out of ground effect with
all power units operating at take-off power.
19.1.2. In the event of a power unit failure, the helicopter is able to perform a safe
forced landing, except when operated in accordance with the alleviation
contained in Paras 15.1.2 or 15.2.
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SERIES 'H' PART I
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PERFORMANCE CLASS 1
SURFACE LEVEL HELIPORT
TAKE-OFF
k e -o
l ta
a
rm
TDP
No
On e eng
ff
>10.7 m + 0.01 DR**
VTOSS
i n e i n o p e r a t i ve
10.7 m
(Obstacle)
Rejected take-off distance required
DR
Take-off distance required

Take-off distance available
Rejected take-off distance available
7R, 10R,
300 m or 900 m
HELICOPTER
CLEARWAY
FATO
SAFETY AREA
10, 15 or 30%
* Half of the minimum FATO width defined in the HFM
(or when no width defined, 0.75 D) + 0.25 D (or 3 m, whichever is greater)
for VFR operations
1.5 D (or 30 m, whichever is greater) for IFR operations
** 10.7 m for VFR operations
10.7 m + 0.01 DR for IFR operations
2 A 11

SERIES 'H' PART I
Normal
On
ee
ng i
ne
ino
p er
take-of
a ti v
SECTION 8
28 JULY 2014
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* Half of the minimum FATO width defined in the HFM

(or when no width defined, 0.75 D) + 0.25 D (or 3 m, whichever is greater)
for VFR operations
2 A 12

SERIES 'H' PART I
nding
Balked la
ative
ne inoper
One engi
LDP***
15 m
SECTION 8
28 JULY 2014
TH
On
ee
ng
ne
* Half of the minimum FATO width defined in the HFM (or when no width defined, 0.75 D) + 0.25 D
(or 3 m, whichever is greater) for VFR operations
*** For the purposes of the diagram, all paths and distances emanate from 50 ft (15 m).
The actual height of this point and position of the LDP should be obtained from the HFM.
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SERIES 'H' PART I
LDP***
B al
in g, al
k e d la n d
SECTION 8
28 JULY 2014
TH
l eng
i ne s
r at
op e
15 m
ing
On
g
din
al n tive
d
ra
l k e pe
Ba ino
i ne
ng
e
e
10, 15 or 30%
* Half of the minimum FATO width defined in the HFM (or when no width defined, 0.75 D) + 0.25 D
(or 3 m, whichever is greater) for VFR operations
*** For the purposes of the diagram, all paths and distances emanate from 50 ft (15 m).
The actual height of this point and position of the LDP should be obtained from the HFM.
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SERIES 'H' PART I
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28 JULY 2014
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No
All engine
s operatin
l ta k
r ma
f
e-of
rative
ine inope
On e e n g
g***
*
HELICOPTER
CLEARWAY
DPATO
* 0.75 D + [0.25 D (or 3 m, whichever is greater)] for VFR operations

*** Only the all-engines-operating flight path is shown.
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SERIES 'H' PART I
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28 JULY 2014
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k e -o ff
N o rm a l ta
One engine inoperative
s
All engine
*
operating
**
*
DPATO

*** Only the all-engines-operating flight path is shown.
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SERIES 'H' PART I
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PERFORMANCE CLASS 2
nd
Balked la
ing, all e
ngines
On
ee
N or m a
l eng
or c ritica
operating
l l a n di
ine failur
e pri
ed point
or to defin
ding
bef ore lan
ng
n
ng i
e

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SERIES 'H' PART I
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PERFORMANCE CLASS 2
ELEVATED HELIPORT/HELIDECK
LANDING
Defined point before landing
ng
n di
a
l
Balk
f o re
ed la
t be
n
nd in
i
o
g, all
dp
engin
e f ine
d
Nor
es o p e
o
t
rating or cr
prior
ma
itical engine failure
l la
ndi
ng
>10.7 m + 0.01 DR**
V
y
(Obstacle)
DR
Area
permitting
a safe
forced
landing
7R, 10R,
300 m or 900 m
FATO
SAFETY AREA
Landing distance
available
10, 15 or 30%
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SERIES 'H' PART I
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PART 2 : OPERATIONS
SUBPART B - HELICOPTER PERFORMANCE OPERATING LIMITATIONS
1.
GENERAL
1.1.
Helicopters shall be operated in accordance with the provisions of the Flight
Manual and in compliance with para 3 of this Part.
1.2.
In conditions where the safe continuation of flight is not ensured in the event of a
critical engine failure, helicopter operations shall be conducted in a manner that gives
appropriate consideration for achieving a safe forced landing.
1.3.
Operations to and from elevated heliports and congested hostile environment
shall be carried out only with Performance Class 1 helicopters.
1.4.
Operations from elevated heliports or helidecks are not permitted with
performance Class 3 helicopters.
2.
OPERATING LIMITATIONS
2.1.
All helicopters shall meet laid down design standards and performance standards
contained in Paras 2.2 to 2.6 and Para 3.
2.2.
The level of performance shall be as specified in the Flight Manual duly approved
by the State of design and shall be at least substantially equivalent to the overall level
embodied in the provisions of this Subpart.
2.3.
A helicopter shall be operated in compliance with the terms of its certificate of
airworthiness and within the approved operating limitations contained in its flight
manual.
2.4.
The operator shall take such precautions as are reasonably possible to ensure
that the general level of safety contemplated by these provisions is maintained under all
expected operating conditions, including those not covered specifically by the provision
of this CAR.
2.5.
A flight shall not be commenced unless the performance information provided in
the flight manual indicates that the provisions of Paras 2.6 and 3 can be complied with,
for the flight to be undertaken.
2.6.
In applying the provisions of this chapter, account shall be taken of all factors that
significantly affect the performance of the helicopter (such as: mass, operating
procedures, the pressure-altitude appropriate to the elevation of the operating site,
temperature, wind and condition of the surface). Such factors shall be taken into
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SERIES 'H' PART I
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account directly as operational parameters or indirectly by means of allowances or

margins, which may be provided in the scheduling of performance data or in the
comprehensive and detailed code of performance in accordance with which the
helicopter is being operated.
3.
MASS LIMITATIONS.
3.1.
The mass of the helicopter at the start of take-off shall not exceed the mass at
which the code of performance referred to in 4 is complied with, allowing for expected
reductions in mass as the flight proceeds and for such fuel jettisoning as is appropriate.
3.2.
In no case shall the mass at the start of take-off exceed the maximum takeoff
mass specified in the helicopter flight manual.
3.3.
In no case shall the estimated mass for the expected time of landing at the
destination and at any alternate exceed the maximum landing mass specified in the
helicopter flight manual.
3.4.
In no case shall the mass at the start of take-off, or at the expected time of
landing at the destination and at any alternate, exceed the relevant maximum mass at
which compliance has been demonstrated with the applicable noise certification
Standards in ICAO Annex 16 Volume 1, unless otherwise authorized, by the DGCA, in
exceptional circumstances for a certain operating site where there is no noise
disturbance problem.
4.
OPERATIONS PERFORMANCE CLASSES
4.1.
Take Off and Initial Climb Phase

4.1.1. Operations in Performance Class 1. The helicopter shall be able, in the
event of the failure of the critical engine being recognized at or before the take-off
decision point, to discontinue the take-off and stop within the rejected take-off
area available, or, in the event of the failure of the critical engine being
recognized at or after the take-off decision point, to continue the take-off, clearing
all obstacles along the flight path by an adequate margin until the helicopter is in
a position to comply with Para 4.2.1.
4.1.2. Operations in Performance Class 2. The helicopter shall be able, in the
event of the failure of the critical engine at any time after reaching DPATO, to
continue the take-off clearing all obstacles along the flight path by an adequate
margin until the helicopter is in a position to comply with Para 4.2.1. Before the
DPATO, failure of the critical engine may cause the helicopter to force land,
therefore the conditions stated in 1.2 shall apply.
4.1.3. Operations in Performance Class 3. At any point of the flight path, failure
of a engine will cause the helicopter to force land; therefore the conditions stated
in Para 1.2 shall apply.
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4.2.
En-route phase
SECTION 8
28 JULY 2014
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4.2.1. Operations in Performance Class 1 and Class 2. The helicopter shall be

able, in the event of the failure of the critical engine at any point in the en-route
phase, to continue the flight to a site at which the conditions of Para 4.3.1 for
operations in performance Class 1, or the conditions of Para 4.3.2 for operations
in Class 2 can be met, without flying below the appropriate minimum flight
altitude at any point.
4.2.2. Operations in Performance Class 3. The helicopter shall be able, with all
power units operating, to continue along its intended route or planned diversions
without flying at any point below the appropriate minimum flight altitude. At any
point of the flight path, failure of a engine will cause the helicopter to force land;
therefore the conditions stated in Para 1.2 shall apply.
4.3.
Approach and Landing Phase

4.3.1. Operations in Performance Class 1. In the event of the failure of the
critical engine being recognized at any point during the approach and landing
phase, before the landing decision point, the helicopter shall, at the destination
and at any alternate, after clearing all obstacles in the approach path, be able to
land and stop within the landing distance available or to perform a balked landing
and clear all obstacles in the flight path by an adequate margin equivalent to that
specified in Para 4.1.1. In case of the failure occurring after the landing decision
point, the helicopter shall be able to land and stop within the landing distance
available.
4.3.2. Operations in Performance Class 2. In the event of the failure of the
critical engine before the DPBL, the helicopter shall, at the destination and at any
alternate, after clearing all obstacles in the approach path, be able either to land
and stop within the landing distance available or to perform a balked landing and
clear all obstacles in the flight path by an adequate margin equivalent to that
specified in Para 4.1.2. After the DPBL, failure of a engine may cause the
helicopter to force land; therefore the condition stated in Para 1.2 shall apply.
4.3.3. Operations in Performance Class 3. At any point of the flight path, failure
of a engine will cause the helicopter to force land; therefore the conditions stated
in Para 1.2 shall apply.
5.
OBSTACLE DATA
5.1.
The operator shall have a system to obtain details of all obstacle data along the
flight path and calculate the take-off, en-route and landing performance taking into
account such obstacle data. For Indian airports the operator may obtain obstacle data
for calculating the performance of the aircraft from the Airports Authority of India.
5.2.
The operator shall take account of charting accuracy when considering such
obstacle data.
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5.3.
Placards, listings, instrument markings or combinations thereof, containing those
operating limitations prescribed by the DGCA / manufacturer for visual presentation,
shall be displayed in the helicopter cockpit.
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PART 2 : OPERATIONS
SUB PART C - OPERATING PROCEDURES
1.
GENERAL CONSIDERATIONS
1.1.
An operator shall ensure that a flight will not be commenced unless it has been
ascertained by every reasonable means available that the ground and/or water facilities
available and directly required on such flight, for the safe operation of the helicopter and
the protection of the passengers, are adequate for the type of operation under which the
flight is to be conducted and are adequately operated for this purpose.
Note. - "Reasonable means" as stated above, is intended to denote the use, at the point of departure, of
information available to the operator either through official information published by the aeronautical
information services or readily obtainable from other sources.
1.2.
An operator shall ensure that any inadequacy of facilities observed in the course
of operations is reported to the authority responsible for them, without undue delay.
1.3.
The Airports Authority of India/ Aerodrome Operator shall ensure that subject to
their published conditions of use, heliports and their facilities are kept continuously
available for flight operations during their published hours of operations, irrespective of
weather conditions.
2.
OVER WATER FLIGHTS
2.1.
All helicopters on flights over water shall be certificated for ditching. Sea state
shall be an integral part of ditching information.
PROCEDURES
3.
GENERAL
3.1.
The operator shall ensure that all operations personnel are properly instructed in
their particular duties and responsibilities and the relationship of such duties to the
operation as a whole.
3.2.
A helicopter rotor shall not be turned under power without a qualified pilot at the
controls.
3.3.
The operator should issue operating instructions and provide information on
helicopter climb performance with all engines operating to enable the pilot-in command
to determine the climb gradient that can be achieved during the takeoff and initial climb
phase for the existing take-off conditions and intended takeoff technique. This
information should be based on the helicopter manufacturers or other data, acceptable
to the DGCA, and should be included in the operations manual.
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3.4.
Adequate security and guarding of the helipad is to be ensured so that
unauthorized persons do not move close to the helicopters. Persons guarding the
helipad are to be adequately briefed about the dangers of the running rotors and safety
precautions to be followed on the helipad. The persons deployed for assisting in the
helicopter operations by the operator are also to be fully briefed on the safety
precautions to be followed while working close to the helicopter.
4.
IN-FLIGHT SIMULATION OF EMERGENCY SITUATIONS
4.1.
The operator shall ensure that when passengers or cargo are being carried, no
emergency or abnormal situations shall be simulated.
5.
MINIMUM FLIGHT ALTITUDES (OPERATIONS UNDER IFR)
5.1.
The operator may establish minimum flight altitudes for those routes flown for
which minimum flight altitudes have been established DGCA/ AAI.
5.2.
An operator shall specify the method by which it is intended to determine
minimum flight altitudes for operations conducted over routes for which minimum flight
altitudes have not been established by the DGCA and shall include this method in the
Operations Manual. The minimum flight altitudes determined in accordance with the
above method shall not be lower than specified in CAR Section 9 Series 'C' Part I.
5.3.
The method for establishing the minimum flight altitudes should be approved by
the DGCA.
5.4.
DGCA may approve such method only after considering the probable effects of
the following factors on the safety of the operation in question:
5.4.1. the accuracy and reliability with which the position of the helicopter can be
determined;
5.4.2. the inaccuracies in the indications of the altimeters used;
5.4.3. the characteristics of the terrain (sudden change in the elevation);
5.4.4. the probability of encountering unfavorable meteorological conditions (e.g.
severe turbulence and descending air currents);
5.4.5. possible inaccuracies in aeronautical charts; and
5.4.6. airspace restrictions.
6.
OPERATING MINIMA (OPERATIONS UNDER IFR)
6.1.
The operator shall establish operating minima for each heliport or landing
location to be used in operations and the method of determination of such minima shall
be approved by DGCA. Such minima shall not be lower than any that may be
established for such heliports or landing locations by DGCA for helicopter operations.
2C 2

SERIES 'H' PART I
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Note Guidelines for operating minima are given in CAR Section 8 Series C Part 1 dt 01.11.2013.
6.2.
DGCA may approve operational credit(s) for operations with helicopters
equipped with automatic landing systems, a HUD or equivalent displays, EVS, SVS or
CVS. Such approvals shall not affect the classification of the instrument approach
procedure.
Note 1 Operational credit includes:
a) for the purposes of an approach ban, a minima below the heliport or landing location operating minima;
b) reducing or satisfying the visibility requirements; or
c) requiring fewer ground facilities as compensated for by airborne capabilities.
Note 2 Guidance on operational credit for aircraft equipped with automatic landing systems, a HUD or
equivalent displays, EVS, SVS and CVS is contained in the ICAO Manual of All-Weather Operations (Doc
9365).
Note 3 Information regarding a HUD or equivalent displays is contained in the ICAO Manual of AllWeather Operations (Doc 9365).
Note 4 Automatic landing system helicopter is an automatic approach using airborne systems which
provide automatic control of the flight path, to a point aligned with the landing surface, from which the pilot
can transition to a safe landing by means of natural vision without the use of automatic control.
6.3.
While establishing the operating minima for each heliport or landing location
which will apply to any particular operation, the operator shall take full account of:
6.3.1. the type, performance and handling characteristics of the helicopter;
6.3.2. the composition of the flight crew, their competence and experience;
6.3.3. the declared distances;
6.3.4. the adequacy and performance of the available visual and non-visual
ground aids;
6.3.5. the equipment available on the helicopter for the purpose of navigation,
acquisition of visual references and/
6.3.6. or control of the flight path during the approach, landing and the missed
approach;
6.3.7. the obstacles in the approach and missed approach areas and the
obstacle clearance altitude/ height for the instrument approach procedures;
6.3.8. the means used to determine and report meteorological conditions; and
6.3.9. the obstacles in the climb-out areas and necessary clearance margins.
6.4.
Category II and Category III instrument approach and landing operation shall not
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be authorized unless RVR information is provided.

6.5.
For instrument approach and landing operations, heliport or landing location
operating minima below 1000 m visibility should not be authorized unless RVR
information or an accurate measurement or observation of visibility is provided.
Note - Guidance on the operationally desirable and currently attainable accuracy of measurement or
observation is given in ICAO Annex 3 - Meteorological Service for International Air Navigation,
Attachment B.
7.
HELICOPTER FLIGHT CREW
7.1.
Composition of the flight crew. The number and composition of the flight crew
shall not be less than that specified in the operations manual. The flight crew shall
include flight crew members in addition to the minimum numbers specified in the Flight
Manual or other documents associated with the certificate of airworthiness, when
necessitated by considerations related to the type of helicopter used, the type of
operation involved and the duration of flight between points where flight crews are
changed.
7.2.
Licensing. The flight crew shall hold valid license issued or rendered valid by
DGCA, authorizing operation of the type of helicopter to be used.
7.3.
Pilot-in-command. For each flight, the operator shall designate one pilot to act as
pilot-in-command.
7.4.
Duties of Pilot-in-command
7.4.1. The pilot-in-command shall be responsible for the operation and safety of
the helicopter and for the safety of all crew members, passengers and cargo on
board, from the moment the engine(s) are started until the helicopter finally
comes to rest at the end of the flight, with the engine(s) shut down and the rotor
blades stopped.
7.4.2. The pilot-in-command shall ensure that the checklists specified in Part 1
Subpart E Para 2 are complied with in detail.
7.4.3. The pilot-in-command shall be responsible for notifying the nearest DGCA
and other applicable agencies, by the quickest available means of any accident
involving the helicopter, resulting in serious injury or death of any person or
substantial damage to the helicopter or property as specified in CAR Section 5,
Series C Part I.
7.4.4. The pilot-in-command shall be responsible for reporting all known or
suspected defects in the helicopter, to the operator, at the termination of the
flight.
7.4.5. The pilot-in-command shall be responsible for the journey log book.
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SECTION 8
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SERIES 'H' PART I
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7.5.
Flight Crew Member Emergency Duties. An operator shall, for each type of
helicopter, assign to all flight crew members the necessary functions they are to perform
in an emergency including or in a situation requiring emergency evacuation. Annual
training in accomplishing these functions shall be contained in the operator's training
programme and shall include instruction in the use of all emergency and lifesaving
equipment required to be carried, and drills in the emergency evacuation of the
helicopter.
7.6.
Flight time, flight duty periods and rest periods. An operator shall formulate
requirements to limit flight time and flight duty periods and for the provision of adequate
rest periods for all its crew members. These requirements shall be in accordance with
the CAR Sec-7 Series J Part II and included in the operations manual.
7.7.
An operator shall maintain records of the flight time, flight duty periods and rest
periods of all its crew members.
7.8.
Detailed instructions on flight crew qualifications, certification and training are
contained at Part 4 Subpart B.
8.
FLIGHT DISPATCHER/ OPERATIONS OFFICER
8.1.
A flight operations officer/ flight dispatcher in conjunction with a method of control
and supervision of flight operations shall:
8.1.1. assist the pilot-in-command in flight preparation and provide the relevant
information;
8.1.2. assist the pilot-in-command in preparing the operational and ATS flight
plans, sign when applicable and file the ATS flight plan with the appropriate ATS
unit; and
8.1.3. furnish the pilot-in-command while in flight, by appropriate means, with
information which may be necessary for the safe conduct of the flight.
8.2.
In the event of an emergency, a flight operations officer/flight dispatcher shall:

8.2.1. initiate such procedures as outlined in the operations manual while
avoiding taking any action that would conflict with ATC procedures; and
8.2.2. convey safety-related information to the pilot-in-command that may be
necessary for the safe conduct of the flight, including information related to any
amendments to the flight plan that become necessary in the course of the flight.
Note - It is equally important that the pilot-in-command also convey similar information to the flight
operations officer/ flight dispatcher during the course of the flight, particularly in the context of
emergency situations.
9.
PASSENGERS
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9.1.
An operator shall ensure that passengers are made familiar with the location and
use of:
9.1.1. seat belts;
9.1.2. emergency exits;
9.1.3. life jackets, if the carriage of life jackets is prescribed;
9.1.4. oxygen dispensing equipment, if the provision of oxygen for the use of
passengers is prescribed; and
9.1.5. other emergency equipment provided for individual use including
passenger emergency briefing cards.
9.2.
The operator shall inform the passengers of the location and general manner of
use of the principal emergency equipment carried for collective use.
9.3.
The operator shall inform the passengers of the restrictions on the use of mobile
phones and other personal electronic devices on board the helicopter.
9.4.
In an emergency during flight, passengers shall be instructed in such emergency
action as may be appropriate to the circumstances.
9.5.
The operator shall ensure that during take-off and landing and whenever, by
reason of turbulence or any emergency occurring during flight, precaution is considered
necessary, all passengers on board a helicopter shall be secured in their seat by means
of seat belts or harnesses provided.
9.6.
The passengers should embark and disembark the helicopter only when engines
are shut down. In exceptional circumstances e.g. for special type of operations where
such feasibility does not exist, special briefing and necessary safety precautions are to
be followed to avoid any incidence of the passengers fouling with the helicopter rotor
system.
10.
FLIGHT PREPARATION
10.1. Any pilot-in-command, when instructed by the operator to undertake a flight or

series of flights will prepare and satisfy himself thoroughly so as to ensure safe conduct
of the operation.
10.2. A flight, or series of flights, shall not be commenced until the pilot has issued
pilot's acceptance report either on tech-log or any other appropriate document, certifying
that the pilot-in-command is satisfied that:
10.2.1. The helicopter is airworthy and has valid maintenance release.
10.2.2. The instruments and equipment as prescribed by the manufacturer/ DGCA
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SERIES 'H' PART I
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are installed and are sufficient for the flight/ type of operation to be undertaken;
10.2.3. All emergency equipment required for the intended flight are serviceable
and are on board;
10.2.4. The mass of the helicopter and center of gravity location are such that
flight can be conducted safely, taking into account the flight conditions expected;
10.2.5. Any load carried is properly distributed and safely secured;
10.2.6. It carries sufficient fuel and oil for the intended flight in accordance with
this part of the CAR;
10.2.7. The various documents required for the flight are valid and are on board;
10.2.8. There is no physical damage apparent during his walk around inspection;
10.2.9. View of the pilot is not interfered with/by any part of the helicopter
structure.
10.2.10. That the operational flight plan has been completed for the intended flight.
10.3. The flight, or series of flights, shall not be commenced in case the pilot finds any
shortcomings in any of the following after accepting the aircraft and before take off: 10.3.1. The flight controls of the helicopter are working freely and in correct
senses.
10.3.2. The engines are operating with normal parameters at rated power;
Note - The pilot shall ensure before take-off that engine(s) is/ are developing correct power.
10.3.3. A check has been completed to ensure that the aircraft can be operated
within approved operating limitations contained in the Certificate of Airworthiness/
Flight Manual or other appropriate and relevant documents.
11.
CARRY ON BAGGAGE
11.1. The operator shall ensure that all the baggage carried onto a helicopter and
taken into the passenger cabin is adequately and securely stowed.
11.2. An operator shall establish procedures to ensure that only such hand baggage
and cargo is carried into a helicopter and taken into the passenger cabin as can be
adequately and securely stowed. These procedures must take account of the following:
11.2.1. Each item carried in a cabin must be stowed only in a location that is
capable of restraining it;
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11.2.2. Mass limitations placarded on or adjacent to stowage areas must not be

exceeded;
11.2.3. Under seat stowage areas must not be used unless the seat is equipped
with a restraint bar and the baggage is of such size that it may adequately be
restrained by this equipment;
11.2.4. Items must not be stowed in toilets or against bulkheads that are
incapable of restraining articles against movement forwards, sideways or
upwards and unless the bulkheads carry a placard specifying the greatest mass
that may be placed there;
11.2.5. Baggage and cargo placed in lockers must not be of such size that they
prevent latched doors from being closed securely;
11.2.6. Baggage and cargo must not be placed where it can impede access to
emergency equipment; and
11.3. Checks must be made before take-off, before landing, and whenever the fasten
seat belts signs are illuminated or it is otherwise so ordered to ensure that baggage is
stowed where it cannot impede evacuation from the aircraft or cause injury by falling (or
other movement) as may be appropriate to the phase of flight.
OPERATIONAL FLIGHT PLANNING
12.
GENERAL
12.1. An operator/ pilot shall complete the operational flight plan and file with the AAI
for every intended flight or series of flights in a method acceptable to ATC.
12.2. The operations manual shall describe the content and use of the operational
flight plan.
12.3. All documents relating to operational flight plan shall be retained by the operator
for a period of six months.
13.
ALTERNATE HELIPORTS
13.1.
Take-off alternate heliport.

13.1.1. A take-off alternate heliport shall be selected and specified in the
operational flight plan if the weather conditions at the heliport of departure are at
or below the applicable heliport operating minima.
13.1.2. For a heliport to be selected as a take-off alternate, the available
information shall indicate that, at the estimated time of use, the conditions will be
at or above the heliport operating minima for that operation.
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13.2. Destination Alternate Heliport.
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13.2.1. For a flight to be conducted in accordance with the instrument flight rules,
at least one suitable alternate heliport shall be specified in the operational flight
plan, unless:
13.2.1.1. the duration of the flight and meteorological conditions prevailing
are such that there is reasonable certainty that, at the estimated time of
arrival at the heliport of intended landing, and for a reasonable period
before and after such time, the approach and landing can be made under
visual meteorological conditions as prescribed by the DGCA; or
13.2.1.2. the heliport of intended landing is isolated and no suitable alternate
is available. In such cases, a point of no return (PNR) shall be determined.
13.2.2. For a heliport to be selected as a destination alternate, the available
information shall indicate that, at the estimated time of use, the conditions will be
at or above the heliport operating minima for that operation.
13.2.3. For a flight departing to a destination, which is forecast to be below the
heliport operating minima, two destination alternates should be selected. The first
destination alternate should be at or above the heliport operating minima for
destination and the second at or above the heliport operating minima for
alternate.
13.2.4. Suitable off-shore alternates may be specified subject to the following:
13.2.4.1. the off-shore alternates shall be used only after a point of no return
(PNR). Prior to PNR on-shore alternates shall be used;
13.2.4.2. mechanical reliability of critical control systems and critical
components shall be considered and taken into account when determining
the suitability of the alternates;
13.2.4.3. one engine inoperative performance capability shall be attainable
prior to arrival at the alternate;
13.2.4.4. deck availability shall be guaranteed; and
13.2.4.5. weather information must be reliable and accurate.
Note. The landing technique specified in the flight manual following control system failure may
preclude the nomination of certain helidecks as alternate heliports.
13.2.5. Off-shore alternates should not be used when it is possible to carry

enough fuel to have an on-shore alternate. Such circumstances should be
exceptional and should not include payload enhancement in adverse weather
conditions. Offshore alternates should not be used in a hostile environment.
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SERIES 'H' PART I
14.
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28 JULY 2014
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ROUTE PLANNING
14.1. All helicopter operators who carry VIPs as specified in CAR Section 3 Series C
Part X are advised to ensure from the District Administration the names of village,
places and the coordinates of the places of the improvised helipad or uncontrolled
airfield where VIPs have to land/ take off. The pilot and operator before undertaking
such flights will themselves confirm these coordinates. In case of any doubt, the same
should be reconfirmed with the District Administration along with the prominent
landmarks of the area.
14.2. All helicopter operators are to ensure that sorties over dense forests/ difficult hilly
terrain where emergent landing or Search and Rescue becomes difficult in case of any
eventuality are preferably undertaken as Class I or Class II operations only.
14.3. Area where emergent landings and SAR is difficult are to be identified and listed
separately. Pilots should take cognizance of such areas while planning the flights.
15.
WEATHER CONDITIONS
15.1. A flight to be conducted in accordance with the visual flight rules shall not be
commenced unless current meteorological reports or a combination of current reports
and forecasts indicate that the meteorological conditions along the route or that part of
the route to be flown under the visual flight rules will, at the appropriate time, be such as
to render compliance with these rules possible.
Note - When a flight is conducted in accordance with VFR, the use of night vision imaging systems (NVIS)
or other vision enhancing systems does not diminish the requirement to comply with the ibid provisions.
15.2. A flight to be conducted in accordance with instrument flight rules shall not be
commenced unless information is available which indicates that conditions at the
heliport of intended landing or, when an alternate is required, at least one alternate
heliport will, at the time of arrival, be at or above the heliport operating minima.
15.3. A flight to be operated in known or expected icing conditions shall not be
commenced unless the helicopter is certificated and equipped to cope with such
conditions.
15.4. A flight to be planned or expected in suspected or known icing conditions shall
not be commenced unless the helicopter has been inspected for icing and, if necessary,
has been given appropriate de/anti-icing treatment. Accumulation of ice or other
naturally occurring contaminants shall be removed so that the helicopter is kept in an
airworthy condition prior to take-off.
16.
FUEL AND OIL SUPPLY
16.1. All helicopters: A flight shall not be commenced unless, taking into account both
the meteorological conditions and any delays that are expected in flight, the helicopter
carries sufficient fuel and oil to ensure that it can safely complete the flight. In addition, a
reserve shall be carried to provide for contingencies.
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16.2. Visual Flight Rules (VFR) operations: The fuel and oil carried in order to comply
with Para 16.1 shall, in the case of VFR operations, be at least the amount sufficient to
allow the helicopter to:
16.2.1. fly to the landing site to which the flight is planned;
16.2.2. have final reserve fuel to fly thereafter for a period of 20 minutes at bestrange speed plus 10% of the planned flight time; and
16.2.3. have an additional amount of fuel, to provide for the increased
consumption on the occurrence of any of the potential contingencies specified by
the operator to the satisfaction of the DGCA.
16.3. Instrument Flight Rules (IFR) Operations: The fuel and oil carried in order to
comply with Para 16.1 shall, in the case of IFR operations, be at least the amount to
allow the helicopter:
16.3.1. When an alternate is not required, in terms of Para 13.2.1, to fly to and
execute an approach at the heliport or landing location to which the flight is
planned, and thereafter to have:
16.3.1.1. final reserve fuel to fly 30 minutes at holding speed at 450 m (1 500
ft) above the destination heliport or landing location under standard
temperature conditions and approach and land; and
16.3.1.2. an additional amount of fuel, to provide for the increased
consumption on the occurrence of any of the potential contingencies
specified by the operator to the satisfaction of the DGCA.
16.3.2. When an alternate is required, to fly to and execute an approach, and a
missed approach, at the heliport or landing location to which the flight is planned,
and thereafter:
16.3.2.1. fly to and execute an approach at the alternate specified in the flight
plan; and
16.3.2.2. then have final reserve fuel to fly for 30 minutes at holding speed at
450 m (1500 ft) above the alternate under standard temperature conditions,
and approach and land; and
16.3.2.3. have an additional amount of fuel, to provide for the increased
consumption on the occurrence of any of the potential contingencies
specified by the operator to the satisfaction of the DGCA.
16.4. In computing the fuel and oil required in Para 16.1 at least the following shall be
considered:
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16.4.1. meteorological conditions forecast;

16.4.2. expected air traffic control routings and traffic delays;
16.4.3. for IFR flight, one instrument approach at the destination heliport,
including a missed approach;
16.4.4. the procedures prescribed in the operations manual for loss of
pressurization, where applicable, or failure of one engine while en route; and
16.4.5. any other conditions that may delay the landing of the helicopter or
increase fuel and/ or oil consumption.
Note - Nothing in para 16 precludes amendment of a flight plan in flight in order to re-plan the flight to
another heliport, provided that the requirements of para 16 can be complied with from the point where the
flight has been re-planned.
16.5. The use of fuel after flight commencement for purposes other than originally
intended during pre-flight planning shall require a re-analysis and, if applicable,
adjustment of the planned operation.
17.
OXYGEN SUPPLY
17.1. A flight to be operated at flight altitude at which the atmospheric pressure in

personnel compartments will be less than 700hpa shall not be commenced unless
sufficient stored breathing oxygen is carried to supply:
17.1.1. all crew members and 10% of the passengers for any period in excess of
30 minutes that the pressure in the compartment occupied by them will be
between 700 hpa and 620 hpa; and
17.1.2. the crew and passengers for any period that the atmospheric pressure in
compartments occupied by them will be less than 620 hpa.
17.2. A flight to be operated with a pressurized helicopter shall not be commenced
unless sufficient quantity of stored breathing oxygen is carried to supply all the crew
members and passengers as is appropriate to the circumstances of the flight being
undertaken, in the event of loss of pressurization, for any period that the atmospheric
pressure in any compartment occupied by them would be less than 700 hpa. In addition,
when a helicopter is operated at flight altitudes at which the atmospheric pressure is
more than 376 hpa, and cannot descend safely to a flight altitude at which the
atmospheric pressure is equal to 620 hpa, within four minutes, there shall be no less
than a 10 minute supply for the occupants of the passenger compartment.
17.3. Approximate altitudes in the standard atmosphere corresponding to the value of
absolute pressure used in the text are as follows:
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SERIES 'H' PART I
Absolute pressure
700 hPa
620 hPa
376 hPa
18.
SECTION 8
28 JULY 2014
Feet
10000
13000
25000
TH
Meters
3000
4000
7600
LOADING, MASS AND BALANCE
18.1. An operator shall specify, in the Operations Manual, the principles and methods
involved in the loading and in the mass and balance system. This system must cover all
types of intended operations.
18.2. Mass Values for Crew. An operator shall use the following mass values to
determine the dry operating mass:
18.2.1. Actual masses including any crew baggage; or
18.2.2. Standard masses, including hand baggage, of 85 kg for crew members.
18.3. An operator must correct the dry operating mass to account for any additional
baggage. The position of this additional baggage must be accounted for when
establishing the centre of gravity of the helicopter.
18.4. Mass Values for Passengers and Baggage. An operator shall compute the mass
of passengers and checked baggage using
18.4.1. either the actual weighed mass of each person and the actual weighed
mass of baggage; or
18.4.2. the standard mass values specified in Tables 1 to 3 below; except where
the number of passenger seats available is 5 or less.
18.4.3. In the case of such exceptions, passenger mass may be established by
use of a verbal statement by, or on behalf of, each passenger. The mass so
obtained should also account for hand baggage and clothing.
18.5. The procedure specifying when to select actual or standard masses and the
procedure to be followed when using verbal statements must be included in the
Operations Manual.
18.6. If determining the actual mass by weighing, an operator must ensure that
passengers' personal belongings and hand baggage are included. Such weighing must
be conducted immediately prior to boarding and at an adjacent location.
18.7. If determining the mass of passengers using standard mass values, the standard
mass values in Tables 1, 2 and 3 below are to be used. The mass of any infant below 2
years of age carried by an adult on one passenger seat is to be considered as an
additional 10 kg. Infants occupying separate passenger seats must be considered as
children for the purpose of this sub-paragraph.
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18.8. Where the total number of passenger seats available on a helicopter is 20 or

more, the standard masses of male and female in Table 1 are applicable.
Table 1
20 or more
Passenger seats:
Male
Female
All flights
75 kg
75 kg
Children
35 kg
35 kg
Hand baggage (where applicable)
10 kg
Survival suit (where applicable)
3 kg
18.9. Where the total number of passenger seats available on a helicopter is 10 - 19

inclusive the standard masses in Table 2 are applicable.
Table 2
10-19
Passenger seats:
Male
Female
All flights
Actual
Actual
Children
Actual
Actual
10 kg
3 kg
18.10. Where the number of passenger seats available is 1 - 5 inclusive or 6 - 9

inclusive, the standard masses in Table 3 are applicable.
Table 3
Passenger seats:
15
69
Male
Actual
Actual
Female
Actual
Actual
Children
35 kg
35 kg
10 kg
3 kg
18.11. Where the total number of passenger seats available on the helicopter is 20 or
more the standard mass value for each piece of checked baggage is 12 kg. For
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SERIES 'H' PART I
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helicopters with 19 passenger seats or less the actual mass of checked baggage,
determined by weighing, must be used.
18.12. On any flight identified as carrying a significant number of passengers whose
masses, including hand baggage, are expected to exceed the standard passenger
mass, an operator must determine the actual mass of such passengers by weighing or
by adding an adequate mass increment.
18.13. If standard mass values for checked baggage are used and a significant number
of passengers check in baggage that is expected to exceed the standard baggage
mass, an operator must determine the actual mass of such baggage by weighing or by
adding an adequate mass increment.
18.14. An operator shall ensure that a commander is advised when a non-standard
method has been used for determining the mass of the load and that this method is
stated in the mass and balance documentation.
IN-FLIGHT PROCEDURES
19.
HELIPORT OPERATING MINIMA
19.1. A flight shall not be continued towards the heliport of intended landing, unless the
latest available information indicates that at the expected time of arrival, a landing can
be effected at that heliport or at least one alternate heliport, in compliance with the
established operating minima.
19.2. An instrument approach shall not be continued beyond the outer marker fix in
case of precision approach, or below 1000 ft (300 m) above the heliport in case of nonprecision approach, unless the reported visibility or controlling RVR is above the
specified minimum.
19.3. If, after passing the outer marker fix in case of precision approach, or after
descending below 500 ft (150 m) above the heliport in case of non-precision approach,
the reported visibility or controlling RVR falls below the specified minimum, the
approach may be continued to DA/H or MDA/H. In any case, a helicopter shall not
continue its approach-to-land at any heliport beyond a point at which the limits of the
operating minima specified for that heliport would be infringed.
20.
METEOROLOGICAL OBSERVATION
20.1. The procedures for making meteorological observations on board aircraft in flight
and for recording and reporting them as contained in AIP shall be followed.
21.
HAZARDOUS FLIGHT CONDITIONS
21.1. Weather Related. Weather in the hilly areas changes quickly and weather
information may not be available from the Met offices for the hilly areas especially in
valleys. Pilots may decide to abort the mission and carryout safe precautionary landing
due to deteriorating weather keeping the safety of the helicopter and its occupants in
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mind, provided such landings are informed to DGCA Air Safety Directorate as soon as
they have taken place. In case the bad weather condition is encountered nearer to the
vicinity of the airfield beyond the watch hours, crew should make all efforts to land
inside the airfield for safe helicopter operations.
21.2. Other Cases. Hazardous flight conditions encountered, other than those
associated with meteorological conditions, shall be reported to the appropriate
aeronautical station as soon as possible. The reports so rendered shall give such
details as may be pertinent to the safety of other aircraft.
22.
FLIGHT CREW MEMBERS AT DUTY STATIONS
22.1. Take-off and landing - All flight crew members required to be on flight deck duty
shall be at their stations.
22.2. Enroute - All flight crew members required to be on flight deck duty shall remain
at their stations except when their absence is necessary for the performance of duties in
connection with the operation of the helicopter or for physiological needs.
22.3. Seat belts - All flight crew members shall keep their seat belts fastened when at
their stations.
22.4. Safety harness - Any flight crew member occupying a pilot's seat shall keep the
safety harness fastened during the take-off and landing phases; all other flight crew
members shall keep their safety harness fastened during the takeoff and landing
phases unless the shoulder straps interfere with the performance of their duties, in
which case the shoulder straps may be unfastened but the seat belt must remain
fastened.
Note. - Safety harness includes shoulder straps and a seat belt which may be used independently.
23.
USE OF OXYGEN
23.1. All flight crew members, when engaged in performing duties essential to the safe
operation of a helicopter in flight shall use breathing oxygen whenever the
circumstances prevail.
24.
INSTRUMENT FLIGHT PROCEDURES
24.1. One or more instrument approach procedures to serve each final approach and
take-off area or heliport utilized for instrument flight operations shall be approved and
promulgated by the DGCA or by the State which is responsible for the heliport when
located outside the territory of India.
24.2. All helicopters operated in accordance with IFR shall comply with the instrument
approach procedures approved by the DGCA if the heliport is located in India, or by the
State which is responsible for the heliport when located outside Indian territory.
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Note 1. Operational procedures recommended for the guidance of operations personnel involved in
instrument flight operations are described in PANS-OPS (Doc 8168), Volume I.
Note 2. Criteria for the construction of instrument flight procedures for the guidance of procedure
specialists are provided in PANS-OPS (Doc 8168), Volume II. Obstacle clearance criteria and procedures
used in certain States may differ from PANS-OPS, and knowledge of these differences is important for
safety reasons (see Chapter 1, 1.1.1).
25.
SPECIAL VFR
25.1. In limited visibility conditions, flights under Visual Flight Rules cannot be operated
in controlled areas/ zones as the criterion of visibility of 5 Km or more is not met. In such
conditions when the ground visibility is not less than 1,000/ 1500 metres depending on
Performance Class of the helicopter, Special VFR flights may be authorized by ATC for
a helicopter to enter a control zone for the purpose of landing, take-off and depart from
a control zone, cross the control zone or operate locally within a control zone.
25.2. Detailed instructions on flight crew qualifications, certification and training for
undertaking Special VFR operations are contained at Part 4 Subpart B.
26.
IN-FLIGHT FUEL MANAGEMENT
26.1. An operator shall establish a procedure to ensure that in-flight fuel checks and
fuel management are carried out.
26.2. The pilot-in-command shall monitor the amount of usable fuel remaining on
board to ensure it is not less than the fuel required to proceed to a landing site where a
safe landing can be made with the planned final reserve fuel remaining.
26.3.
Procedures
26.3.1. In-Flight Fuel Checks. A commander must ensure that fuel checks are
carried out in flight at regular intervals. The remaining fuel must be recorded and
evaluated to:
26.3.1.1. Compare actual consumption with planned consumption;
26.3.1.2. Check that the remaining fuel is sufficient to complete the flight; and
26.3.1.3. Determine the expected fuel remaining on arrival at the destination.
26.3.2. The relevant fuel data must be recorded.
26.3.3. In-flight fuel management. If, as a result of an in-flight fuel check, the
expected fuel remaining on arrival at the destination is less than the required
alternate fuel plus final reserve fuel, the commander must:
26.3.3.1. Divert; or
26.3.3.2. Re-plan the flight unless he considers it safer to continue to the
destination provided that,
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26.3.3.3. At an on-shore destination, when two suitable, separate touchdown

and lift-off areas are available and the weather conditions at the destination
comply with those specified, the commander may permit alternate fuel to
be used before landing at the destination.
26.3.4. If, as a result of an in-flight fuel check on a flight to an isolated destination
heliport or landing site the expected fuel remaining at the point of last possible
diversion is less than the sum of fuel to divert and final reserve fuel, a
commander must:
26.3.4.1. Divert; or
26.3.4.2. Proceed to the destination provided that at on-shore destinations,
two suitable, separate touchdown and lift-off areas are available at the
destination and the expected weather conditions at the destination comply
with those specified.
26.4. The pilot-in-command shall advise ATC of a minimum fuel state by declaring
MINIMUM FUEL when, having committed to land at a specific landing site, the pilot
calculates that any change to the existing clearance to that landing site, or other air
traffic delays, may result in landing with less than the planned final reserve fuel.
Note 1. The declaration of MINIMUM FUEL informs ATC that all planned landing site options have
been reduced to a specific landing site of intended landing, that no precautionary landing site is available,
and any change to the existing clearance, or air traffic delays, may result in landing with less than the
planned final reserve fuel. This is not an emergency situation but an indication that an emergency
situation is possible should any additional delay occur.
Note 2. A precautionary landing site refers to a landing site, other than the site of intended landing,
where it is expected that a safe landing can be.
26.5. The pilot-in-command shall declare a situation of fuel emergency by broadcasting

MAYDAY MAYDAY MAYDAY FUEL, when the usable fuel estimated to be available
upon landing at the nearest landing site where a safe landing can be made is less than
the required final reserve fuel in compliance with Para 16 ibid.
Note 1. The planned final reserve fuel refers to the value calculated in Para 16 and is the minimum
amount of fuel required upon landing at any landing site. The declaration of MAYDAY MAYDAY MAYDAY
FUEL informs ATC that all available landing options have been reduced to a specific site and a portion of
the final reserve fuel may be consumed prior to landing.
Note 2. The pilot estimates with reasonable certainty that the fuel remaining upon landing at the
nearest safe landing site will be less than the final reserve fuel taking into consideration the latest
information available to the pilot, the area to be overflown (i.e. with respect to the availability of
precautionary landing areas), meteorological conditions and other reasonable contingencies.
Note 3. The words MAYDAY FUEL describe the nature of the distress conditions.
27.
REFUELING WITH PASSENGERS ON BOARD

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27.1. A helicopter should not be refueled with passengers on board unless the
conditions put forth by DGCA under which such fuelling may be carried out have been
complied with.
27.2. When the commander considers refuelling with passengers on board to be
necessary, it can be undertaken with rotors stopped provided the following requirements
are met:
27.2.1. Door(s) on the refuelling side of the helicopter shall remain closed;
27.2.2. Door(s) on the non-refuelling side of the helicopter shall remain open,
weather permitting;
27.2.3. Fire fighting facilities of the appropriate scale shall be positioned so as to
be immediately available in the event of a fire;
27.2.4. Sufficient personnel shall be immediately available to move patients clear
of the helicopter in the event of a fire;
27.2.5. Sufficient qualified personnel should be available and be prepared for an
immediate emergency evacuation;
27.2.6. If the presence of fuel vapour is detected inside the helicopter, or any
other hazard arises during re/defueling, fuelling must be stopped immediately.
27.2.7. The ground area beneath the exits intended for emergency evacuation
must be kept clear; and
27.2.8. Provision is made for a safe and rapid evacuation.
28.
NOISE ABATEMENT
28.1. An operator should ensure that take-off and landing procedures take into account
the need to minimize the effect of helicopter noise.
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PART 2 : OPERATIONS
SUBPART D SPECIAL HELICOPTER OPERATIONS
HILL FLYING
1.
GENERAL
1.1.
Helicopter flying in the hilly terrain requires knowledge of the typical
characteristics of hilly terrain, the effects of wind and rapidly changing weather
conditions etc. that can restrict the operations. Height of the helipads may adversely
affects the performance of helicopter especially during take-off and landing phases,
which also varies from helicopter to helicopter. There are inherent hazards in hill flying,
which require considerable preparation and planning, a thorough knowledge of
topography. Several accidents have taken place due to intentional or inadvertent flying
in the clouds.
2.
REQUIREMENTS
2.1.
Hill flying shall be restricted to VFR operations only.
2.2.
All helicopter operators wishing to operate in any sector will liaise with other
existing operators, including the Indian Air Force and Indian Army units regularly
operating in that sector, to formulate Sector SOPs in consonance with the SOPs being
followed by these other operators. These SOPs should clearly lay down the following: 2.2.1. Entry/ exit procedures;
2.2.2. Routing;
2.2.3. RT/ communications procedures;
2.2.4. Details of all helipads/ landing sites in the sector including dimensions,
obstructions, facilities and the contact information of the land owner etc;
2.2.5. Sources for weather information;
2.2.6. Procedures to be followed in an emergency including communications
failure; and
2.2.7. Any other relevant information.
2.3.
The operator shall ensure that the pilot engaged in hill operations has a thorough
knowledge of topography, general weather pattern, presence of the mountain waves
and planning of entry and exit procedures.
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The Crew.
2.4.1. Qualification. The crew should have successfully completed training and
flown the release check as specified in Part 4 Subpart B for Hill Flying.
2.4.2. Currency. All pilots, in addition to the currency requirements for flying
commensurate with their experience, should have completed at least three
landings at different helipads in the hills in the last six months. In case the
currency has lapsed, the pilot will need to undergo a check sortie with a check
pilot/ instructor/ examiner on type.
2.4.3. One Time Operation. Crew having previous experience in the sector and
meeting all the training requirements other than currency is permitted to
undertake the task with specific approval of DGCA on a case basis.
2.5.
Crew Composition. The minimum crew for operations shall be as stated in the
Operations Manual supplement and will be dependent on the type of helicopter, the
weather conditions and the type of task.
OFFSHORE OPERATIONS
3.
GENERAL
3.1.
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. A major portion of flying
operations of the helicopter industry is in offshore role. Offshore flying is undertaken in
all weather conditions - by day as well as by night.
4.
REQUIREMENTS
4.1.
Offshore operations shall normally be restricted to VFR only. In addition, casualty
evacuation operations from offshore facilities may be undertaken by night provided the
helicopter is IFR cleared and the crew are specially cleared to undertake these
operations.
4.2.
All helicopter operators wishing to operate in any offshore sector will liaise with
other existing operators regularly operating in that sector, to formulate Sector SOPs in
consonance with the SOPs being followed by these other operators. These SOPs
should clearly lay down the following: 4.2.1. Entry/ exit procedures;
4.2.2. Routing;
4.2.3. RT/ communications procedures;
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4.2.4. Details of all helidecks/ landing platforms in the sector including
dimensions, obstructions, facilities etc;
4.2.5. Sources for weather information;
4.2.6. Procedures to be followed in an emergency including communications
failure; and
4.2.7. Any other relevant information.
4.3.
The operator shall ensure that the pilot engaged in offshore operations has a
thorough knowledge of the operating procedures and peculiarities concerning off shore
operations.
4.4.
The Crew.
4.4.1. Qualification. The crew should have successfully completed training and
flown the release check as specified in Part 4 Subpart B for Offshore Operations.
4.4.2. Currency. All pilots, in addition to the currency requirements for flying
commensurate with their experience, have completed in the last six months at
least five hours of offshore flying including minimum three helideck landings. In
case the currency has lapsed, the pilot will need to undergo a check sortie with a
check pilot/ instructor/ examiner on type.
4.4.3. One Time Operation. Crew having previous experience in the sector and
meeting all the training requirements other than currency in offshore operations is
permitted to undertake the task with specific approval of DGCA on a case basis.
4.5.
Crew Composition. The minimum crew for operations shall be as stated in the
Operations Manual supplement and will be dependent on the type of helicopter, the
weather conditions and the type of task.
EXTERNAL LOAD OPERATIONS(ELO)
5.
TERMINOLOGY
5.1.
Helicopter External Load Operation means

5.1.1. a helicopter external load towing operation; or
5.1.2. a helicopter sling load operation.
5.2.
Helicopter External Load Towing Operation means the towing, lowering, and
laying down of external cargo, that remains in contact with the ground during the
operation, by a helicopter.
5.3.
Helicopter Sling Load Operation means the external carriage, lowering, or picking
up, of a load, cargo, or passengers by a helicopter by means of a bucket, net, harness,
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sling, or stretcher, suspended beneath the helicopter.

5.4.
OGE means out of ground effect.
5.5.
Classification Of External Load

5.5.1. Class A. 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.
5.5.2. Class B. An external load that can be jettisoned and is not in contact with
surface (land, water etc.) e.g. a normal sling load, mining, surveys, firefighting
equipment, anti-pollution pads, a container, part of wrecked car or aircraft,
military stores and vehicles.
5.5.3. Class C. An external load that can be jettisoned and that remains in
contact with the land or water or any other surface eg. wire pulling, cable laying,
power line maintenance.
6.
The procedures given herein are applicable for only Class B and Class C type of
load. Class A load will be carried as part of aerial work and is therefore beyond the
ambit of these procedures.
7.
OPERATIONS MANUAL.
7.1.
An operator must ensure that the Operations Manual includes a supplement
containing material specific to ELO. In particular it will address:
7.1.1. Performance criteria.
7.1.2. The weather limitations for ELO.
7.1.3. The criteria for determining the minimum size of the ELO site - appropriate
to the task.
7.1.4. The procedures for determining minimum crew.
7.1.5. Criteria for the selection of flight crew members for the ELO task, taking
previous experience into account.
7.1.6. When required, relevant extracts from the Operations Manual supplement
shall be made available to the organization for which the ELO is being provided.
7.1.7. If required, the conditions under which offshore ELO transfer may be
conducted including the relevant limitations on vessel movement and wind
speed.
8.
EXTERNAL LOAD EQUIPMENT

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8.1.
Each operator performing a helicopter external load operation shall ensure the
helicopter has
8.1.1. an electrical quick release device; and
8.1.2. a mechanical or independent electrical quick release device.
8.2.
The operator shall ensure that the quick release devices required by paragraph
9.1 ibid functions properly with all external loads up to and including the helicopters
maximum external load.
8.3.
The operator shall ensure that the quick release system

8.3.1. has a primary control
8.3.1.1. installed on one of the pilots primary flight controls; and
8.3.1.2. designed and located so that it may be operated by the pilot without
limiting the pilots ability to control the helicopter during an emergency
situation; and
8.3.2. has a secondary control readily accessible to a crew member
8.4.
Maintenance instructions for ELO equipment including hooks, slings, nets and
strops etc must be established by the operator, in liaison with the manufacturer,
included in the operators helicopter maintenance programme and be approved by the
DGCA.
9.
OPERATING REQUIREMENTS
9.1.
Helicopter Performance.
9.1.1. Only Class I operations shall be undertaken for ELO over congested
terrain.
9.1.2. Class 2 or 3 operations may be undertaken for ELO over non-congested
terrain.
9.2.
The Helicopter.
9.2.1. A helicopter shall meet airworthiness and certification requirements for
external load equipment.
9.2.2. Operations shall be conducted out of ground effect.
9.2.3. External load operation shall be conducted under VFR conditions only.
9.3.
The Crew.
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9.3.1. Crew Composition. The minimum crew for operations shall be as stated in
the Operations Manual supplement and will be dependent on the type of
helicopter, the weather conditions, the type of task, and, in addition for offshore
operations, the ELO site environment, the sea state and the movement of the
vessel.
9.3.2. Qualification. The crew should have successfully completed training as
specified in Part 4 Subpart B for ELO. The pilot must be aware of reserve power
requirements for operations with external load. Additional requirements that apply
specifically to ELO operations include:
9.3.3. Experience: The minimum experience level for commanders conducting
ELO flights shall not be less than:
9.3.3.1. 2000 hours pilot-in-command of helicopters and 500 hours PIC
experience on type;
9.3.3.2. The on type PIC experience may be reduced to 100 hours for pilots
with minimum 25 hours previous experience in undertaking ELO.
9.3.4. Recency: All pilots and ELO crew members conducting ELO shall, in
addition to the currency requirements for flying commensurate with their
experience, have completed in the last six months at least two ELO operations,
each of which shall include a transition to and from the hover with external load
attached. In case the currency has lapsed, the pilot will need to undergo a check
sortie with a check pilot/ instructor/ examiner on type.
9.3.5. One Time Operation. Crew having previous experience in ELO and
meeting all the training requirements other than currency in ELO is permitted to
10.
ADDITIONAL REQUIREMENTS
10.1. ELO Equipment: The installation of all helicopter equipment including any
subsequent modifications and where appropriate, its operation, shall have an
airworthiness approval appropriate to the intended function. Ancillary equipment must
be designed and tested to the appropriate standard and acceptable to the DGCA.
10.2. Safety & Security. All slings, strops, nets, carriers and equipment used for lifting
loads should be inspected before flight to ensure that they are in good condition,
attached securely and strong enough for the task.
HELICOPTER HOIST OPERATIONS (HHO)
11.
TERMINOLOGY.
11.1. Helicopter Hoist Operations (HHO) Flight. A flight by a helicopter operating under
an HHO approval, the purpose of which is to facilitate the transfer of persons and/or
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cargo by means of a helicopter hoist.
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11.2. HHO Crew Member. A crew member who performs assigned duties relating to
the operation of a hoist.
11.3. HHO. A flight by a helicopter operating under a HHO approval, the purpose of
which is to facilitate the transfer of persons and/ or cargo by means of a helicopter hoist.
11.4. Hoist Cycle. For the purpose of the setting of crew qualifications one down-andup cycle of the hoist hook shall be counted as one cycle.
11.5.
HHO Site. A specified area at which a helicopter performs a hoist transfer.
11.6. HHO Passenger. A person who is to be transferred by means of a helicopter

hoist.
12.
OPERATIONS MANUAL.
12.1. An operator must ensure that the Operations Manual includes a supplement
containing material specific to HHO. In particular it will address:
12.1.1. Performance criteria.
12.1.2. The weather limitations for HHO.
12.1.3. The criteria for determining the minimum size of the HHO site appropriate to the task.
12.1.4. The procedures for determining minimum crew.
12.1.5. Criteria for the selection of flight crew members for the HHO task, taking
previous experience into account.
12.1.6. The method by which crew members record hoist cycles.
12.1.7. When required, relevant extracts from the Operations Manual/ Flight
Manual supplement shall be made available to the organization for which the
HHO is being provided.
12.1.8. If required, the conditions under which offshore HHO transfer may be
conducted including the relevant limitations on vessel movement and wind
speed.
13.
MAINTENANCE OF HHO EQUIPMENT
13.1. Maintenance instructions for HHO systems must be established by the operator,
in liaison with the manufacturer. These must be included in the operators helicopter
maintenance programme and be approved by the DGCA.
14.
OPERATING REQUIREMENTS
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28 JULY 2014
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Helicopter Performance.
14.1.1. Only Class I operations shall be undertaken for HHO over congested
terrain.
14.1.2. Class 2 or 3 operations may be undertaken for HHO over non-congested
terrain.
14.2.
The Helicopter.
14.2.1. During HHO, the helicopter must be capable of sustaining a critical power
unit failure with the remaining engine(s) at the appropriate power setting, without
hazard to the suspended person(s)/cargo, third parties, or property. (Except for
HEMS HHO at a HEMS operating site where the requirement need not be
applied.)
14.2.2. A helicopter shall meet airworthiness and certification requirements for
helicopter hoist equipment.
14.2.3. Conduct of operations shall be limited to performance specified in OGE
(out of ground effect) Performance Graph given in the Flight Manual.
14.2.4. HHO shall be conducted under VFR conditions only.
14.3.
The Crew.
14.3.1. Crew Composition. The minimum crew for operations shall be as stated in
the Operations Manual/ Flight Manual supplement and will be dependent on the
type of helicopter, the weather conditions, the type of task, and, in addition for
offshore operations, the HHO site environment, the sea state and the movement
of the vessel but, in no case will be less than one pilot and one HHO crew
member.
14.3.2. Qualification. The crew should have successfully completed training as
specified in Part 4 Subpart B for HHO. The pilot must be aware of reserve power
requirements for operations with external load. Additional requirements that apply
specifically to HHO operations include:
14.3.3. Experience: The minimum experience level for commanders conducting
HHO flights shall not be less than:
14.3.3.1. 2000 hours pilot-in-command of helicopters and 500 hours PIC
experience on type;
14.3.3.2. The on type PIC experience may be reduced to 100 hours for pilots
with minimum 25 hoist cycles previous experience in undertaking HHO.
14.3.4. Recency. All pilots and HHO crew members conducting HHO shall, in
addition to the currency requirements for flying commensurate with their
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SERIES 'H' PART I
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experience, have completed in the last six months two hoist cycles, each of
which shall include a transition to and from the hover. In case the currency has
lapsed, the pilot will need to undergo a check sortie with a check pilot/ instructor/
examiner on type.
14.3.5. One Time Operation. Crew having previous experience in HHO and
meeting all the training requirements other than currency in HHO is permitted to
15.
ADDITIONAL REQUIREMENTS
15.1. HHO Equipment. The installation of all helicopter hoist equipment including any
subsequent modifications and where appropriate, its operation, shall have an
airworthiness approval appropriate to the intended function. Ancillary equipment must
be designed and tested to the appropriate standard and acceptable to the DGCA.
15.2. Equipment Check. Serviceability of the hoist equipment and the hoist cable must
be ensured by carrying out one hoist cycle before undertaking the actual operation.
HELICOPTER EMERGENCY MEDICAL SERVICES (HEMS)
16.
GENERAL
16.1. Helicopters have been a critical lifeline to many patients for whom speedy
evacuation has been the key to successful treatment. This evacuation may be needed
not only from regular helipads/ heliports but also from unprepared areas/ landing sites if
the situation so arises. Whilst the need for timely and efficient evacuation cannot be
overstated, the primacy of safe operations is to be appreciated even more. Thus HEMS
operations need to be distinguished from Medevac operations and be considered as a
special helicopter operation.
16.2.
DEFINITIONS
16.2.1. Congested Hostile Environment. A hostile environment within a congested
area.
16.2.2. Helicopter Emergency Medical Service (HEMS) Flight. A flight by a
helicopter operating under a HEMS, the purpose of which is to facilitate
emergency medical assistance, where immediate and rapid transportation is
essential, by carrying:
16.2.2.1. Medical personnel; or
16.2.2.2. Medical supplies (equipment, blood, organs, drugs); or
16.2.2.3. Ill or injured persons and other persons directly involved.
16.2.3. Ground emergency service personnel. Any ground emergency service
personnel (such as policemen, firemen etc.) involved with HEMS and whose
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tasks are to any extent pertinent to helicopter operations. These personnel shall
receive a briefing as detailed in Para 23.2 below.
16.2.4. HEMS crew member. A person who is assigned to a HEMS flight for the
purpose of attending to any person in need of medical assistance carried inthe
helicopter and assisting the pilot during the mission. This person is subject to
specific training as detailed in .
16.2.5. HEMS operating base. A heliport at which the HEMS crew members and
the HEMS helicopter may be on standby for HEMS operations.
16.2.6. HEMS operating site. A site selected by the commander during a HEMS
flight for landing and take off.
16.2.7. Medical passenger. A medical person carried in a helicopter during a
HEMS flight, including but not limited to doctors, nurses and paramedics. This
passenger shall receive a briefing as detailed in Para 23.1 below.
17.
RESTRICTIONS
17.1. Helicopters shall only be operated for the purpose of HEMS operations if the
operator has been approved by the DGCA. The HEMS operations must be conducted
in accordance with the approved category of operations. An operator must ensure that
the Operations Manual includes a supplement specifying operational considerations
specific to HEMS operations. Relevant extracts from the Operations Manual shall be
made available to the organization for which the HEMS is being provided.
17.2. Helicopters undertaking HEMS operations are permitted to land at unprepared
landing sites only for the purposes of taking casualties on board for onward evacuation.
18.
OPERATIONAL REQUIREMENTS
18.1. An operator must ensure that the Operations Manual includes a supplement
specifying operational considerations specific to HEMS operations. Relevant extracts
from the Operations Manual shall be made available to the organization for which the
HEMS is being provided.
18.2.
ATS Procedure
18.2.1. The HEMS Crew may file the flight plan and obtain ATS briefing including
ADC and FIC from the concerned ATC by the fastest means available including
over Phone/ Fax/ E-mail/ RT in order to provide aid by fastest means. However
the Crew should have up to date knowledge including ATS and the prevailing
meteorological conditions.
18.3.
Take-Off And Landing - Helicopters With An MTOM Of 5700 Kg Or Less

18.3.1. Operations to/ from a heliport at a hospital, which is located in a hostile
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environment, shall be operated as Performance Class 1.
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18.3.2. Operations to/ from a HEMS operating site located in a hostile

environment shall as far as possible be as Performance Class 1. The
commander shall make every reasonable effort to minimise the period during
which there would be danger to helicopter occupants and persons on the surface
in the event of failure of a power unit.
18.3.3. The HEMS operating site must be big enough to provide adequate
clearance from all obstructions.
18.3.4. Guidance on take-off and landing procedures at previously unsurveyed
HEMS operating sites shall be contained in the Operations Manual.
18.4.
Take-off and Landing - Helicopters With An MTOM Exceeding 5700 Kg.

18.4.1. Helicopters conducting HEMS shall be operated in accordance with
Performance Class 1 operations.
18.5.
Operations in Performance Class 3.

18.5.1. Performance Class 3 operations shall not be conducted over a congested
hostile environment.
18.5.2. Performance Class 3 operations in non-congested hostile environment
over hilly terrain with turbine engine helicopter may be conducted subject to the
following conditions:
18.5.2.1. Prior DGCA approval for type and area of such operations has
been obtained;
18.5.2.2. Such operations are performed with in the limitations established by
the helicopter manufacturer.
18.5.2.3. The maximum certificated seating capacity of the helicopter is less
than or equal to six.
18.5.2.4. The operator shall ensure that performance criteria of flight manual
are strictly followed and the reliability of the engine and helicopter systems
are continuously monitored.
18.6.
Crew
18.6.1. The Operations Manual shall contain specific criteria for the selection of
flight crew members for the HEMS task, taking previous experience into account.
All HEMS crew members should have successfully completed training in
accordance with Part 4 Subpart B.
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18.6.2. The minimum experience for commanders conducting HEMS flights shall
not be less than
18.6.2.1. 2000 hours on helicopters of which 500 hours is as pilot-in
command on type;
18.6.2.2. 50 hours of similar operating experience.
18.6.3. Recency. All pilots conducting HEMS operations shall, in addition to the
currency requirements for flying commensurate with their experience, have
completed a minimum of 30 minutes flight by sole reference to instruments in a
helicopter or in a synthetic training device (STD) within the last 6 months. In case
the currency has lapsed, the pilot will need to carry our 30 minutes of instrument
flying on the helicopter/ simulator with a check pilot/ instructor/ examiner on type.
18.6.4. One Time Operation. Crew having previous experience in HEMS and
meeting all the training requirements other than currency in HEMS is permitted to
18.6.5. Crew Composition
18.6.5.1. Day Flight. The minimum crew by day shall be one pilot and one
medical attendant/ paramedic/ HEMS crew member.
18.6.5.2. Night Flight. The minimum crew by night shall be two pilots and
medical attendant/ paramedic/ HEMS crew member.
19.
HELICOPTER CONFIGURATION
19.1. The helicopter internal configuration should be suitable for HEMS operations and
provide necessary space for approved stretchers and medical equipment.
19.2. Helicopter Medical Equipment. The installation of all helicopter dedicated medical
equipment and, where appropriate, its operation including any subsequent modifications
shall be approved.
19.3. An operator shall ensure that procedures are established for the use of portable
equipment on board.
19.4. Communication and Navigation Equipment. Helicopters conducting HEMS flights
shall be provided with communications equipment capable of conducting two-way
communication with the organization for which the HEMS is being provided and, where
possible, to communicate with ground emergency service personnel.
20.
HEMS OPERATING BASE FACILITIES
20.1.
If crewmembers are required to be on standby with a reaction time of less than

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SERIES 'H' PART I
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45 minutes, dedicated suitable accommodation shall be provided close to each
operating base.
20.2. At each operating base the pilots shall be provided with facilities for obtaining
current and forecast weather information and shall be provided with satisfactory
communications with the appropriate ATS unit. Satisfactory facilities shall be available
for the planning of all tasks.
21.
BRIEFING
21.1. Medical passengers. Prior to any HEMS flight, or series of flights, medical
passengers shall be briefed on the following:
21.1.1. Familiarization with the helicopter type(s) operated;
21.1.2. Entry and exit under normal and emergency conditions both for self and
patients;
21.1.3. Use of the relevant onboard specialist medical equipment;
21.1.4. The need for the commander's approval prior to use of specialized
equipment;
21.1.5. Method of supervision of other medical staff;
21.1.6. The use of helicopter intercommunication systems; and
21.1.7. Location and use of onboard fire extinguishers.
21.2. Ground emergency service personnel. An operator shall take all reasonable
measures to ensure that ground emergency service personnel are familiar with the
following:
21.2.1. Two way radio communication procedures with helicopters;
21.2.2. The selection of suitable HEMS operating sites for HEMS flights;
21.2.3. The physical danger areas of helicopters;
21.2.4. Crowd control in respect of helicopter operations; and
21.2.5. The evacuation of helicopter occupants following an on-site helicopter
accident.
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PART 2 : OPERATIONS
SUB PART E ALL WEATHER OPERATIONS
1.
TERMINOLOGY
1.1. Circling: The visual phase of an instrument approach to bring an aircraft into
position for landing which is not suitably located for a straight-in approach.
1.2. Low Visibility Procedures (LVP): Procedures applied at a heliport for the purpose
of ensuring safe operations during Category II and III approaches and Low Visibility
Take-offs.
1.3. Low Visibility Take-Off (LVTO): A take-off where the Runway Visual Range
(RVR) is less than 400 m.
1.4. Final Approach and Take-Off area (FATO): A defined area over which the final
phase of the approach manoeuvre to hover or landing is completed and from which the
take-off manoeuvre is commenced and, where the FATO is to be used by helicopters
operated in Performance Class 1, includes the rejected take-off area available.
1.5. Visual Approach: An approach by an IFR flight when either part or all of an
instrument approach procedure is not completed and the approach is executed with
visual reference to the terrain.
1.6.
Cloud base: The height of the base of the lowest observed, or forecast, cloud
element in the vicinity of an aerodrome, or heliport, or within a specified area of
operations. The height of the cloud base is normally measured above aerodrome
elevation, but in the case of offshore operations cloud base in measured above mean
sea level.
HELIPORT OPERATING MINIMA
2.
GENERAL
2.1. An operator shall establish, for each heliport planned to be used, heliport
operating minima that are not lower than the values given below. The method of
determination of such minima must be acceptable to the DGCA.
Note: The above paragraph does not prohibit in-flight calculation of minima for a non-planned alternate
heliport if carried out in accordance with an accepted method.
2.2. In establishing the heliport operating minima which will apply to any particular
operation, an operator must take full account of:
2.2.1. The type, performance and handling characteristics of the helicopter;
2.2.2. The composition of the flight crew, their competence and experience;
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2.2.3. The dimensions and characteristics of the FATOs/ runways which may be
selected for use;
2.2.4. The adequacy and performance of the available visual and non-visual
ground aids;
2.2.5. The equipment available on the helicopter for the purpose of navigation
and/or control of the flight path, as appropriate, during the take-off, the approach,
the flare, the hover, the landing, roll-out and the missed approach;
2.2.6. The obstacles in the approach, missed approach and the climb-out areas
required for the execution of contingency procedures and necessary clearance;
2.2.7. The obstacle clearance altitude/height for the instrument approach
procedures; and
2.2.8. The means to determine and report meteorological conditions.
3.
TAKE-OFF MINIMA
3.1.
General
3.1.1. Take-off minima established by the operator must be expressed as
visibility or RVR limits, taking into account all relevant factors for each heliport
planned to be used and the helicopter characteristics. Where there is a specific
need to see and avoid obstacles on departure and/or for a forced landing,
additional conditions (e.g. ceiling) must be specified.
3.1.2. The commander shall not commence take-off unless the weather
conditions at the heliport of departure are equal to or better than applicable
minima for landing at that heliport unless a suitable take-off alternate heliport is
available.
3.1.3. When the reported meteorological visibility is below that required for takeoff and RVR is not reported, a take-off may only be commenced if the
commander can determine that the RVR/Visibility along the take-off
FATO/runway is equal to or better than the required minimum.
3.1.4. When no reported meteorological visibility or RVR is available, a take-off
may only be commenced if the commander can determine that the RVR/Visibility
along the take-off FATO/runway is equal to or better than the required minimum.
3.2.
Visual reference:
3.2.1. The take-off minima must be selected to ensure sufficient guidance to
control the helicopter in the event of both a discontinued take-off in adverse
circumstances and a continued take-off after failure of the critical power unit.
3.2.2. For night operations ground lighting must be available to illuminate the
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FATO/ runway and any obstacles unless otherwise agreed by the DGCA.
3.3.
Required RVR/Visibility:
3.3.1. For Performance Class 1 operations, an operator must establish an RVR
and visibility respectively (RVR/ Vis) as take-off minima in accordance with the
following table:
Table 1 - RVR/ Visibility for Take-Off:
Onshore heliports with
IFR Departure Procedures
RVR/Visibility
No lighting and no markings (Day)
1000 m or the rejected take-off distance,

whichever is greater
No markings (Night)
1000 m
Runway edge/FATO lighting and centre

1000 m
line marking
Runway edge/FATO lighting, centre line
1000 m
marking and RVR information
Offshore Helideck
RVR/Visibility
Two pilot operations
1000 m
Note : The commander must establish that the take-off flight path is free of obstacles.
3.3.2. For Performance Class 2 operations onshore, the commander must

operate to take-off minima of 1000 m RVR/ Vis and remain clear of cloud during
the take-off manoeuvre until reaching Performance Class 1 capabilities.
3.3.3. For Performance Class 2 operations offshore, the commander must
operate to minima not less than that for Class 1 and remain clear of cloud during
the take-off manoeuvre until reaching Performance Class 1 capabilities.
3.3.4. Table 6 below, for converting reported meteorological visibility to RVR,
must not be used for calculating take-off minima.
4.
NON-PRECISION APPROACH:
4.1. System Minima. An operator must ensure that system minima for non-precision
approach procedures, which are based upon the use of ILS without glide path (Localiser
only), VOR, NDB, Surveillance Radar Approach (SRA) and VHF Direction Finding
(VDF) are not lower than the MDH values given in Table 2 below.
Table 2 System Minima for Non-Precision Approach Aids
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Lowest MDH
ILS (no glide path Localiser only)
250 ft
SRA (terminating at nm)
250 ft
SRA (terminating at 1 nm)
300 ft
SRA (terminating at 2 nm)
350 ft
VOR
300 ft
VOR/ DME
250 ft
NDB
350 ft
NDB/ DME
300 ft
VDF (QDM & QCH)
350 ft
4.2. Minimum Descent Height: An operator must ensure that the minimum descent
height for a non-precision approach is not lower than either:
4.2.1. The OCH/ OCL for the category of helicopter; or
4.2.2. The system minimum.
4.3. Visual Reference: A pilot may not continue an approach below MDA/ MDH
unless at least one of the following visual references for the intended FATO/ runway is
distinctly visible and identifiable to the pilot:
4.3.1. Elements of the approach light system;
4.3.2. The threshold;
4.3.3. The threshold markings;
4.3.4. The threshold lights;
4.3.5. The threshold identification lights;
4.3.6. The visual glide slope indicator;
4.3.7. The touchdown zone or touchdown zone markings;
4.3.8. The touchdown zone lights;
4.3.9. FATO/Runway edge lights; or
4.3.10. Other visual references accepted by the DGCA.
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4.4. Required RVR:
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28 JULY 2014
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4.4.1. For non-precision approaches by helicopters operated in Performance

Class 1 or 2, the minima given in the following Table shall apply:
Table 3 Non-Precision Approach Minima
MDH (ft)
Facilities/ RVR
Full
Intermediate
Basic
Nil
250-299 ft
600 m
800 m
1000 m
1000 m
300-449 ft
800 m
1000 m
1000 m
1000 m
1 000 m
1000 m
1000 m
1000 m
450 ft and above
Note 1: Full facilities comprise FATO/runway markings, 720 m or more of HI/MI approach lights,
FATO/runway edge lights, threshold lights and FATO/runway end lights. Lights must be on.
Note 2: Intermediate facilities comprise FATO/runway markings, 420 - 719 m of HI/MI approach
lights, FATO/runway edge lights, threshold lights and FATO/runway end lights. Lights must be
on.
Note 3: Basic facilities comprise FATO/ runway markings, <420 m HI/ MI approach lights, any
length of LI approach lights, FATO/runway edge lights, threshold lights and FATO/ runway end
lights. Lights must be on.
Note 4: Nil approach light facilities comprise FATO/runway markings, FATO/ runway edge
lights, threshold lights, FATO/ runway end lights or no lights at all.
Note 5: The tables are only applicable to conventional approaches with a nominal descent slope
of not greater than 4. Greater descent slopes will usually require that visual glide slope
guidance (e.g. PAPI) is also visible at the Minimum Descent Height.
Note 6: The above figures are either reported RVR or meteorological visibility converted to RVR
as in sub-paragraph (h) below.
Note 7: The MDH mentioned in Table 3 refers to the initial calculation of MDH. When selecting
the associated RVR, there is no need to take account of a rounding up to the nearest ten feet,
which may be done for operational purposes, (e.g. conversion to MDA).
4.4.2. Where the missed approach point is within nm of the landing threshold,
the approach minima given for full facilities may be used regardless of the length
of approach lighting available. However, FATO/ runway edge lights, threshold
lights, end lights and FATO/ runway markings are still required.
4.4.3. Night operations: For night operations ground lighting must be available to
illuminate the FATO/ runway and any obstacles unless otherwise agreed by the
DGCA.
5.
PRECISION APPROACH - CATEGORY I OPERATIONS

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5.1. General: A Category I operation is a precision instrument approach and landing

using ILS, MLS or PAR with a decision height not lower than 200 ft and with a runway
visual range not less than 500 m.
5.2. Decision Height: An operator must ensure that the decision height to be used for
a Category I precision approach is not lower than:
5.2.1. The minimum decision height specified in the Helicopter Flight Manual
(HFM) if stated;
5.2.2. The minimum height to which the precision approach aid can be used
without the required visual reference;
5.2.3. The OCH/ OCL for the category of helicopter; or
5.2.4. 200 ft.
5.3. Visual Reference: A pilot may not continue an approach below the Category I
decision height, determined in accordance with Para 5.2 above, unless at least one of
the following visual references for the intended runway is distinctly visible and
identifiable to the pilot:
5.3.1. Elements of the approach light system;
5.3.2. The threshold;
5.3.3. The threshold markings;
5.3.4. The threshold lights;
5.3.5. The threshold identification lights;
5.3.6. The visual glide slope indicator;
5.3.7. The touchdown zone or touchdown zone markings;
5.3.8. The touchdown zone lights; or
5.3.9. FATO/ runway edge lights.
5.4.
Required RVR:
5.4.1. For Category I operations by helicopters the following minima shall apply:
Table 4 - Precision Approach Minima - Category I ILS Approach

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Facilities/ RVR
Full
Intermediate
Basic
Nil
200 ft
500 m
600 m
700 m
1 000 m
201-250 ft
550 m
650 m
750 m
1 000 m
251 -300 ft
600 m
700 m
800 m
1 000 m
301 ft & above
750 m
800 m
900 m
1 000 m
Note 1: Full facilities comprise FATO/ runway markings, 720 m or more of HI/ MI approach lights, FATO/
runway edge lights, threshold lights and FATO/ runway end lights. Lights must be on.
Note 2: Intermediate facilities comprise FATO/ runway markings, 420 - 719 m of HI/MI approach lights,
FATO/ runway edge lights, threshold lights and FATO/ runway end lights. Lights must be on.
Note 3: Basic facilities comprise FATO/runway markings, <420 m of HI/ MI approach lights, any length of
LI approach lights, FATO/ runway edge lights, threshold lights and FATO/ runway end lights. Lights must
be on.
Note 4: Nil approach light facilities comprise FATO/ runway markings, FATO/ runway edge lights,
threshold lights, FATO/ runway end lights or no lights at all.
Note 5: The above figures are either the reported RVR or meteorological visibility converted to RVR.
Note 6: The Table is applicable to conventional approaches with a glide slope angle up to and including
4.
Note 7: The DH mentioned in the Table 4 refers to the initial calculation of DH. When selecting the
associated RVR, there is no need to take account of a rounding up to the nearest ten feet, which may be
done for operational purposes, (e.g. conversion to DA).
5.4.2. Night operations: For night operations ground lighting must be available to
illuminate the FATO/ runway and any obstacles unless otherwise agreed by the
DGCA.
6.
PRECISION APPROACH - CATEGORY II OPERATIONS
6.1. General: A Category II operation is a precision instrument approach and landing

using ILS or MLS with:
6.1.1. A decision height below 200 ft but not lower than 100 ft; and
6.1.2. A runway visual range of not less than 300 m.
6.2. Decision Height: An operator must ensure that the decision height for a Category
II operation is not lower than:
6.2.1. The minimum decision height specified in the HFM;
6.2.2. The minimum height to which the precision approach aid can be used
without the required visual reference;
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6.2.3. The OCH/ OCL for the category of helicopter;

6.2.4. The decision height to which the flight crew is authorized to operate; or
6.2.5. 100 ft.
6.3. Visual reference: A pilot may not continue an approach below the Category II
decision height determined in accordance with paragraph 7.2 above unless visual
reference containing a segment of at least 3 consecutive lights being the centre line of
the approach lights, or touchdown zone lights, or FATO/ runway centre line lights, or
FATO/ runway edge lights, or a combination of these is attained and can be maintained.
This visual reference must include a lateral element of the ground pattern, i.e. an
approach lighting crossbar or the landing threshold or a barette of the touchdown zone
lighting.
6.4. Required RVR: For Category II approaches by helicopters the following minima
shall apply:
Table 5 - RVR for Category II approach vs. DH
Decision height
Auto-coupled to below DH RVR
100 - 120 ft
300 m
121 - 140 ft
400 m
141 ft and above
450 m
Note : The reference to 'auto-coupled to below DH' in this table means continued use of the
automatic flight control system down to a height which is not greater than 80% of the applicable
DH. Thus airworthiness requirements may, through minimum engagement height for the
automatic flight control system, affect the DH to be applied.
7.
CIRCLING APPROACH
7.1. Circling is the term used to describe the visual phase of an instrument approach,
to bring an aircraft into position for landing on a FATO/ runway which is not suitably
located for a straight in approach.
7.2. For a circling approach the specified MDH shall not be less than 250 ft, and the
meteorological visibility shall not be less than 1000 m.
Note: Visual manoeuvring (circling) with prescribed tracks is an accepted procedure within the meaning of
this paragraph.
8.
VISUAL APPROACH
8.1.
An operator shall not use an RVR of less than 1000 m for a visual approach.
8.2. Conversion of Reported Meteorological Visibility to RVR. An operator must

ensure that a meteorological visibility to RVR conversion is not used for calculating
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take-off minima or Category II minima or when a reported RVR is available.
8.3. When converting meteorological visibility to RVR in all other circumstances than
those in Para 9.2 above, an operator must ensure that the following Table is used:
Table 6 - Conversion of Visibility to RVR:
Lighting elements in operation
RVR = Met Visibility multiplied by:

Day
Night
Hi approach and runway lighting
15
20
Any type of lighting
10
15
No lighting
10
Not applicable
9.
AIRBORNE RADAR APPROACH (ARA) FOR OVERWATER OPERATIONS:
9.1.
General
9.1.1. An operator shall not conduct ARAs unless authorized by the DGCA.
9.1.2. Airborne Radar Approaches are only permitted to rigs or vessels under
way when a multi-crew concept is used.
9.1.3. A commander shall not undertake an Airborne Radar Approach unless the
radar can provide course guidance to ensure obstacle clearance.
9.1.4. Before commencing the final approach the commander shall ensure that a
clear path exists on the radar screen for the final and missed approach segments.
If lateral clearance from any obstacle will be less than 1.0 nm, the commander
shall:
9.1.4.1. Approach to a nearby target structure and thereafter proceed
visually to the destination structure; or
9.1.4.2. Make the approach from another direction leading to a circling
manoeuvre.
9.1.5. The Commander shall ensure that the cloud ceiling is sufficiently clear
above the helideck to permit a safe landing.
9.2. Minimum Descent Height (MDH): Notwithstanding the minima at sub-paragraphs

10.2.1 and 10.2.2 below, the MDH shall not be less than 50 ft above the elevation of the
helideck.
9.2.1. The MDH is determined from a radio altimeter. The MDH for an airborne
radar approach shall not be lower than:
9.2.1.1. 200 ft by day;
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9.2.1.2. 300 ft by night.

9.2.2. The MDH for an approach leading to a circling manoeuvre shall not be
lower than:
9.2.2.1. 300 ft by day;
9.2.2.2. 500 ft by night.
9.2.3. Minimum descent altitude (MDA). An MDA may only be used if the radio
altimeter is unserviceable. The MDA shall be a minimum of MDH +200 ft and shall
be based on a calibrated barometer at the destination or on the lowest forecast
QNH for the region.
9.2.4. Decision range. The Decision Range shall not be less than 0.75 nm
unless an operator has demonstrated to the DGCA that a lesser Decision Range
can be used at an acceptable level of safety.
9.2.5. Visual reference. No pilot may continue an approach beyond Decision
Range or below MDH/MDA unless he is visual with the destination.
LOW VISIBILITY OPERATIONS
10.
Low Visibility Operations include:

10.1.1. Manual take-off (with or without electronic guidance systems);
10.1.2. Auto-coupled approach to below DH, with manual flare, hover, landing and
roll-out;
10.1.3. Auto-coupled approach followed by auto-flare, hover, auto landing and
manual roll-out; and
10.1.4. Auto-coupled approach followed by auto-flare, hover, auto landing and
auto-roll-out, when the applicable RVR is less than 400 m.
Note 1: A hybrid system may be used with any of these modes of operations.
Note 2: Other forms of guidance systems or displays may be certificated and approved.
11.
LIMITATIONS
11.1. An operator shall not conduct Category II or III operations unless:

11.1.1. Each helicopter concerned is certificated for operations with decision
heights below 200 ft, or no decision height, and equipped accordingly;
11.1.2. A suitable system for recording approach and/ or automatic landing
success and failure is established and maintained to monitor the overall safety of
the operation;
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11.1.4. The flight crew consists of at least 2 pilots; and

11.1.5. Decision Height is determined by means of a radio altimeter.
11.2. An operator shall not conduct low visibility take-offs in less than 150 m RVR
unless approved by the DGCA.
12.
GENERAL OPERATING RULES
12.1. Applicability: The following procedures apply to the introduction and approval of
low visibility operations.
12.2. Airborne Systems Operational Demonstration: An operator must comply with the
requirements below when introducing a helicopter type which is new to the DGCA into
Category II or III service.
12.2.1. Operational Reliability: The Category II and III success rate must not be
less than that required by CAR-AWO.
12.2.2. Criteria for a successful approach: An approach is regarded as successful
if:
12.2.2.1.
The criteria are as specified in CAR-AWO or its equivalent;
12.2.2.2.
No relevant helicopter system failure occurs.
12.3. Data Collection during Airborne System Demonstration.

12.3.1. An operator must establish a reporting system to enable checks and
periodic reviews to be made during the operational evaluation period before the
operator is authorized to conduct Category II or III operations. The reporting
system must cover all successful and unsuccessful approaches, with reasons for
the latter, and include a record of system component failures. This reporting
system must be based upon flight crew reports and automatic recordings as
prescribed in paragraphs 12.4 and 12.5 below.
12.3.2. The recordings of approaches may be made during normal line flights or
during other flights performed by the operator.
12.4. Data Collection during Airborne System Demonstration - Operations with DH not
less than 50 ft.
12.4.1. For operations with DH not less than 50 ft, data must be recorded and
evaluated by the operator and evaluated by the DGCA when necessary.
12.4.2. It is sufficient for the following to be recorded by the flight crew:
12.4.2.1.
Heliport and runway used;

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12.4.2.2.
Weather conditions;
12.4.2.3.
Time;
12.4.2.4.
Reason for failure leading to an aborted approach;
12.4.2.5.
Adequacy of speed control;
12.4.2.6.
Trim
disengagement;
at
time
of
automatic
flight
control
system
12.4.2.7.
Compatibility of automatic flight control system, flight director
and raw data;
12.4.2.8.
An indication of the position of the helicopter relative to the
ILS centre line when descending through 30 m (100 ft); and
12.4.2.9.
Touchdown position.
12.4.3. Number of approaches, as approved by the DGCA, made during the initial
evaluation must be sufficient to demonstrate that the performance of the system in
actual airline service is such that a 90% confidence and a 95% approach success
will result.
12.5. Data Collection during Airborne System Demonstration - Operations with DH less
than 50 ft or no DH.
12.5.1. For operations with DH less than 50 ft or no DH, a flight data recorder, or
other equipment giving the appropriate information, must be used in addition to
the flight crew reports to confirm that the system performs as designed in actual
airline service. The following data is required:
12.5.1.1.
Distribution of ILS deviations at 30 m (100 ft), at touchdown
and, if appropriate, at disconnection of the roll-out control system and the
maximum values of the deviations between those points; and
12.5.1.2.
Sink rate at touchdown.
12.5.2. Any landing irregularity must be fully investigated using all available data
to determine its cause.
12.6. In-service proving:
12.6.1. The system must demonstrate reliability and performance in line
operations consistent with the operational concepts. A sufficient number of
successful landings, as determined by the DGCA, must be accomplished in line
operations, including training flights, using the auto land and roll - out system
installed in each helicopter type.
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12.6.2. The demonstration must be accomplished using a Category II or Category
III ILS. However, if the operator chooses to do so, demonstrations may be made
on other ILS facilities if sufficient data is recorded to determine the cause of
unsatisfactory performance.
12.6.3. If an operator has different variants of the same type of helicopter utilizing
the same basic flight control and display systems, or different basic flight control
and display systems on the same type of helicopter, the operator shall show that
the variants comply with the basic system performance criteria, but the operator
need not conduct a full operational demonstration for each variant.
12.7. Continuous Monitoring.
12.7.1. After obtaining the initial authorization, the operations must be
continuously monitored by the operator to detect any undesirable trends before
they become hazardous. Flight crew reports may be used to achieve this.
12.7.2. The following information must be retained for a period of 12 months:
12.7.2.1.
The total number of approaches, by helicopter type, where
the airborne Category II or III equipment was utilized to make satisfactory,
actual or practice, approaches to the applicable Category II or III minima;
and
12.7.2.2.
Reports of unsatisfactory approaches and/or automatic
landings, by heliport and helicopter registration, in the following
categories:
12.7.2.2.1.
Airborne equipment faults;
12.7.2.2.2.
Ground facility difficulties;
12.7.2.2.3.
Missed approaches because of ATC instructions; or
12.7.2.2.4.
Other reasons.
12.7.3. An operator must establish a procedure to monitor the performance of the

automatic landing system of each helicopter.
12.8. Transitional periods.
12.8.1. Operators with no previous Category II or III experience.
12.8.1.1.
An operator without previous Category II or III operational
experience may be approved for Category II or IIIA operations, having
gained a minimum experience of 6 months of Category I operations on the
helicopter type.
12.8.1.2.
On completing 6 months of Category II or IIIA operations on
the helicopter type the operator may be approved for Category IIIB
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operations. When granting such an approval, the DGCA may impose

higher minima than the lowest applicable for an additional period. The
increase in minima will normally only refer to RVR and/or a restriction
against operations with no decision height and must be selected such that
they will not require any change of the operational procedures.
12.8.2. Operators with previous Category II or III experience: An operator with
previous Category II or III experience may obtain authorization for a reduced
transition period by application to the DGCA.
12.8.3. Maintenance of Category II, Category III and LVTO equipment:
Maintenance instructions for the on-board guidance systems must be established
by the operator, in liaison with the manufacturer, and included in the operator's
helicopter maintenance programme prescribed in Part-M M.A.302 Maintenance
Programme which must be approved by the DGCA.
HELIPORT CONSIDERATIONS
13.
An operator shall not use an heliport for Category II or III operations unless the
heliport is approved for such operations by the DGCA in which the heliport is located.
14.
An operator shall verify that Low Visibility Procedures (LVP) have been
established, and will be enforced, at those heliports where low visibility operations are to
be conducted.
TRAINING AND QUALIFICATIONS
15.
An operator shall ensure that, prior to conducting Low Visibility Take-Off,
Category II and III operations each flight crew member: 15.1. Completes the prescribed training and checking requirements including flight
simulator training in operating to the limiting values of RVR and Decision Height
appropriate to the operator's Category II/III approval; and
15.2. Is qualified in accordance with Para 16;
15.3. The training and checking is conducted in accordance with a detailed syllabus
approved by the DGCA and included in the Operations Manual. This training is in
addition to that prescribed in Paras 17 and 18; and
15.4. The flight crew qualification is specific to the operation and the helicopter type.
16.
GENERAL.
16.1. An operator must ensure that flight crew member training programmes for Low
Visibility Operations include structured courses of ground, flight simulator and/ or flight
training. The operator may abbreviate the course content provided the content of the
abbreviated course is acceptable to the DGCA.
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16.2. Flight crew members with no Category II or Category III experience must
complete the full training programme prescribed below.
16.3. Flight crew members with Category II or Category III experience with another
Indian operator may undertake an abbreviated ground training course.
16.4. Flight crew members with Category II or Category III experience with the
operator may undertake an abbreviated ground, flight simulator and/or flight training
course. The abbreviated course is to include at least the appropriate Conversion
Training requirements given below.
17.
GROUND TRAINING.
17.1. An operator must ensure that the initial ground training course for Low Visibility
Operations covers at least:
17.1.1. The characteristics and limitations of the ILS and/or MLS;
17.1.2. The characteristics of the visual aids;
17.1.3. The characteristics of fog;
17.1.4. The operational capabilities and limitations of the particular airborne
system;
17.1.5. The effects of precipitation, ice accretion, low level wind shear and
turbulence;
17.1.6. The effect of specific helicopter malfunctions;
17.1.7. The use and limitations of RVR assessment systems;
17.1.8. The principles of obstacle clearance requirements;
17.1.9. Recognition of and action to be taken in the event of failure of ground
equipment;
17.1.10. The procedures and precautions to be followed with regard to surface
movement during operations when the RVR is 400 m or less and any additional
procedures required for take-off in conditions below 150 m;
17.1.11. The significance of decision heights based upon radio altimeters and the
effect of terrain profile in the approach area on radio altimeter readings and on the
automatic approach/landing systems;
17.1.12. The importance and significance of Alert Height if applicable and the
action in the event of any failure above and below the Alert Height;
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17.1.13. The qualification requirements for pilots to obtain and retain approval to
conduct Low Visibility Take-offs and Category II or III operations; and
17.1.14. The importance of correct seating and eye position.
18.
FLIGHT SIMULATOR TRAINING AND/ OR FLIGHT TRAINING
18.1. An operator must ensure that flight simulator and/or flight training for Low
Visibility Operations includes:
18.1.1. Checks of satisfactory functioning of equipment, both on the ground and in
flight;
18.1.2. Effect on minima caused by changes in the status of ground installations;
18.1.3. Monitoring of automatic flight control systems and auto land status
enunciators with emphasis on the action to be taken in the event of failures of
such systems;
18.1.4. Actions to be taken in the event of failures such as engines, electrical
systems, hydraulics or flight control systems;
18.1.5. The effect of known unserviceabilities and use of minimum equipment
lists;
18.1.6. Operating limitations resulting from airworthiness certification;
18.1.7. Guidance on the visual cues required at decision height together with
information on maximum deviation allowed from glide path or localizer; and
18.1.8. The importance and significance of Alert Height if applicable and the
action in the event of any failure above and below the Alert Height.
18.2. An operator must ensure that each flight crew member is trained to carry out his
duties and instructed on the coordination required with other crew members. Maximum
use should be made of suitably equipped flight simulators for this purpose.
18.3. Training must be divided into phases covering normal operation with no
helicopter or equipment failures but including all weather conditions, which may be
encountered and detailed scenarios of helicopter and equipment failure which could
affect Category II or III operations. If the helicopter system involves the use of hybrid or
other special systems (such as head up displays or enhanced vision equipment) then
flight crew members must practice the use of these systems in normal and abnormal
modes during the flight simulator phase of training.
18.4. Incapacitation procedures appropriate to Low Visibility Take-offs and Category II
and III operations shall be practiced.
18.5. For helicopters with no type specific flight simulator, operators must ensure that
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the flight training phase specific to the visual scenarios of Category II operations is
conducted in a flight simulator approved for that purpose by the DGCA. Such training
must include a minimum of 4 approaches. The training and procedures that are type
specific shall be practiced in the helicopter.
18.6. Category II and III training shall include at least the following exercises:
18.6.1. Approach using the appropriate flight guidance, autopilots and control
systems installed in the helicopter, to the appropriate decision height and to
include transition to visual flight and landing;
18.6.2. Approach with all engines operating using the appropriate flight guidance
systems, autopilots and control systems installed in the helicopter down to the
appropriate decision height followed by missed approach; all without external
visual reference;
18.6.3. Where appropriate, approaches utilizing automatic flight systems to
provide automatic flare, hover, landing and roll-out; and
18.6.4. Normal operation of the applicable system both with and without
acquisition of visual cues at decision height.
18.7. Subsequent phases of training must include at least:
18.7.1. Approaches with engine failure at various stages on the approach;
18.7.2. Approaches with critical equipment failures (e.g. electrical systems, auto
flight systems, ground and/or airborne ILS/MLS systems and status monitors);
18.7.3. Approaches where failures of auto flight equipment at low level require
either:
18.7.3.1.
Reversion to manual flight to control flare, hover, landing and
roll out or missed approach; or
18.7.3.2.
Reversion to manual flight or a downgraded automatic mode
to control missed approaches from, at or below decision height including
those which may result in a touchdown on the runway;
18.7.4. Failures of the systems which will result in excessive localizer and/ or glide
slope deviation, both above and below decision height, in the minimum visual
conditions authorized for the operation. In addition, a continuation to a manual
landing must be practiced if a head-up display forms a downgraded mode of the
automatic system or the head-up display forms the only flare mode; and
18.7.5. Failures and procedures specific to helicopter type or variant.
18.8. The training programme must provide practice in handling faults which require a
reversion to higher minima.
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18.9. The training programme must include the handling of the helicopter when, during
a fail passive Category III approach, the fault causes the autopilot to disconnect at or
below decision height when the last reported RVR is 300 m or less.
18.10. Where take-offs are conducted in RVRs of 400 m and below, training must be
established to cover systems failures and engine failure resulting in continued as well as
rejected take-offs.
19.
CONVERSION TRAINING REQUIREMENTS
19.1. An operator shall ensure that each flight crew member completes the following
Low Visibility Procedures training if converting to a new type or variant of helicopter in
which Low Visibility Take-off and Category II and III Operations will be conducted. The
flight crew member experience requirements to undertake an abbreviated course are
prescribed in Paras 16.2 and 16.3, above.
19.2. Ground Training: The appropriate requirements prescribed in Para 17 above,
taking into account the flight crew member's Category II and Category III training and
experience.
19.3. Simulator Training and/ or Flight training:
19.3.1. A minimum of 8 approaches and/or landings in a flight simulator approved
for the purpose.
19.3.2. Where no type-specific flight simulator is available, a minimum of 3
approaches including at least 1 go-around is required on the helicopter.
19.3.3. Appropriate additional training if any special equipment is required such as
head-up displays or enhanced vision equipment.
19.4. Flight Crew Qualification: The flight crew qualification requirements are specific
to the operator and the type of helicopter operated.
19.4.1. The operator must ensure that each flight crew member completes a
check before conducting Category II or III operations.
19.4.2. The check prescribed in sub-paragraph (i) above may be replaced by
successful completion of the flight simulator and/or flight training prescribed in
Para 19.2 above.
19.5. Line Flying under Supervision: An operator must ensure that each flight crew
member undergoes the following line flying under supervision:
19.5.1. For Category II when a manual landing is required, a minimum of 3
landings from autopilot disconnect;
19.5.2. For Category III, a minimum of 3 auto lands except that only 1 auto land is
required when the training required in Para 19.2 above has been carried out in a
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full flight simulator usable for zero flight time training.
20.
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TYPE AND COMMAND EXPERIENCE
20.1. The following additional requirements are applicable to commanders who are
new to the helicopter type:
20.1.1. 100 hours or 40 sectors experience on the type; or
20.1.2. 50 hours or 20 sectors as pilot-in-command on the type before performing
any Category II or Category III operation in which case 100 m must be added to
the applicable Category II or Category III RVR minima unless he has been
previously qualified for Category II or III operations.
20.2. The DGCA may authorize a reduction in the above command experience
requirements for flight crew members who have Category II or Category III command
experience.
21.
RECURRENT TRAINING AND CHECKING
21.1. An operator must ensure that, in conjunction with the normal recurrent training
and operator proficiency checks, a pilot' s knowledge and ability to perform the tasks
associated with the particular category of operation, including LVTO, for which he is
authorized is checked. The required number of approaches to be conducted during
such recurrent training is to be a minimum of two, one of which is to be a missed
approach and at least one low visibility take-off to the lowest applicable minima. The
period of validity for this check is 6 months.
21.2. For Category III operations an operator must use a flight simulator approved for
Category III training.
21.3. The DGCA may authorize recurrent training for Category II operations in a
helicopter type where no approved flight simulator is available.
22.
LVTO AND CATEGORY II/ III RECENCY REQUIREMENTS
22.1. An operator must ensure that, in order for pilots to maintain a Category II and
Category III qualification, they have conducted a minimum of 3 approaches and
landings using approved Category II/ III procedures during the previous six month
period, at least one of which must be conducted in the helicopter.
22.2. Recency for LVTO is maintained by retaining the Category II or III qualification
prescribed in Para 22.1 above.
22.3. An operator may not substitute this recency requirement for recurrent training.
23.
OPERATING PROCEDURES
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23.1. An operator must establish procedures and instructions to be used for Low
Visibility Take-Off and Category II and III operations. These procedures must be
included in the Operations Manual and contain the duties of flight crew members during
taxying, take-off, approach, flare, the hover, landing, roll-out and missed approach as
appropriate.
23.2. The commander shall satisfy himself that:
23.2.1. The status of the visual and non-visual facilities is sufficient prior to
commencing a Low Visibility Take-Off or a Category II or III approach;
23.2.2. Appropriate LVPs are in force according to information received from Air
Traffic Services, before commencing a Low Visibility Take-Off or a Category II or
III approach; and
23.2.3. The flight crew members are properly qualified prior to commencing a Low
Visibility Take-off in an RVR of less than 150 m or a Category II or III approach.
24.
PROCEDURES AND OPERATING INSTRUCTIONS.
24.1. The precise nature and scope of procedures and instructions given depend upon
the airborne equipment used and the flight deck procedures followed. An operator must
clearly define flight crew member duties during take-off, approach, flare, hover, roll-out
and missed approach in the Operations Manual. Particular emphasis must be placed on
flight crew responsibilities during transition from non-visual conditions to visual
conditions, and on the procedures to be used in deteriorating visibility or when failures
occur. Special attention must be paid to the distribution of flight deck duties so as to
ensure that the workload of the pilot making the decision to land or execute a missed
approach enables him to devote himself to supervision and the decision making
process.
24.2. An operator must specify the detailed operating procedures and instructions in
the Operations Manual. The instructions must be compatible with the limitations and
mandatory procedures contained in the Helicopter Flight Manual and cover the following
items in particular:
24.2.1. Checks for the satisfactory functioning of the helicopter equipment, both
before departure and in flight;
24.2.2. Effect on minima caused by changes in the status of the ground
installations and airborne equipment;
24.2.3. Procedures for the take-off, approach, flare, hover, landing, roll-out and
missed approach;
24.2.4. Procedures to be followed in the event of failures, warnings and other nonnormal situations;
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24.2.5. The minimum visual reference required;
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24.2.6. The importance of correct seating and eye position;

24.2.7. Action which may be necessary arising from a deterioration of the visual
reference;
24.2.8. Allocation of crew duties in the carrying out of the procedures according to
sub-paragraphs (i) to (iv) and (vi) above, to allow the Commander to devote
himself mainly to supervision and decision making;
24.2.9. The requirement for all height calls below 200 ft to be based on the radio
altimeter and for one pilot to continue to monitor the helicopter instruments until the
landing is completed;
24.2.10. The requirement for the Localizer Sensitive Area to be protected;
24.2.11. The use of information relating to wind velocity, wind shear, turbulence,
runway contamination and use of multiple RVR assessments;
24.2.12. Procedures to be used for practice approaches and landing on runways at
which the full Category II or Category III heliport procedures are not in force;
24.2.13. Operating limitations resulting from airworthiness certification; and
24.2.14. Information on the maximum deviation allowed from the ILS glide path
and/or localizer.
25.
MINIMUM EQUIPMENT
25.1. An operator must include in the Operations Manual the minimum equipment that
has to be serviceable at the commencement of a Low Visibility Take-off or a Category II
or III approach in accordance with the HFM or other approved document.
25.2. The commander shall satisfy himself that the status of the helicopter and of the
relevant airborne systems is appropriate for the specific operation to be conducted.
VFR AND SPECIAL VFR
26.
VFR MINIMA
26.1. An operator shall ensure that VFR flights are conducted in accordance with the
Visual Flight Rules and in accordance with the following:
MINIMUM VISIBILITIES FOR VFR OPERATIONS
Altitude Band
At or above 3050 m
(10000 ft) AMSL
Airspace
Class
Flight
Visibility
Distance from Cloud
ABCDEFG
8 km
1500 m horizontally
300 m (1000 ft) vertically
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Below 3050 m (10000 ft) A B C D E F G

and above 900 m
(3000 ft) AMSL, or above
300 m (1000 ft) above
terrain, whichever is the
higher
5 km
1500 m horizontally
At or below 900 m (3000 A B C D E

ft) AMSL, or 300 m (1000
ft) above terrain,
FG
whichever is the higher
5 km
1500 m horizontally
5 km
Clear of clouds and

with the surface in
sight
Note 1: When the height of the transition altitude is lower than 3 050 m (10000 ft) AMSL, FL 100 should
be used in lieu of 10000 ft.
Note 2: Helicopters may be operated in flight visibility down to 1500 m by day, provided the appropriate
ATS authority permits use of a flight visibility less than 5 km, and the circumstances are such, that the
probability of encounters with other traffic is low, and the IAS is 140 kts or less. When so prescribed by
the appropriate ATS Authority, helicopters may be permitted to operate down to a flight visibility of 1000
m by day for twin engine helicopters Class 1 and 2..
26.2. Subject to Para 27.3 below, helicopters are operated in a flight visibility of not
less than 1500 m during daylight and not less than 5 km by night, as and when
applicable. Low level overwater flights out of sight of land are only to be conducted
under VFR when the cloud ceiling is greater than 600 ft by day. However, for helicopters
operating in Performance Class 1 and 2, minimum visibility by day may be 1000 m.
26.3. In class G airspace, when flying between helidecks where the overwater sector is
less than 10 nm, VFR flights are conducted in accordance with the following:
MINIMA FOR FLYING BETWEEN HELIDECKS IN CLASS G AIRSPACE
Day
Two Pilots
Night
Height
Visibility
Height
Visibility
500 ft
2 km
700 ft
5 km
Note 1: The cloud base shall be such as to allow flight at the specified height below and clear of cloud
Note 2: Helicopters may be operated in flight visibility down to 1000 m provided the destination or an
intermediate structure are continuously visible.
Note 3: Helicopters may be operated in flight visibility down to 1500 m provided the destination or an
intermediate structure are continuously visible, whenever IFR facilities exist.
27.
LOCAL AREA OPERATIONS (VFR DAY ONLY)
27.1. Local Operations: Flight conducted within a local and defined geographical area
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acceptable to the DGCA, which start and end at the same location on the same day.
27.2. Approval:
An operator wishing to conduct operations in accordance with this
Appendix must have the prior approval of the DGCA issuing the AOP. Such an approval
will specify:
27.2.1. The type of helicopter
27.2.2. Type of operation
27.2.3. The geographical limitations of operations
27.3. Prohibition: The following activities are prohibited:
27.3.1. Carriage of weapons of war and munitions of war.
27.3.2. Carriage of inadmissible passengers, deportees or persons in custody.
27.3.3. Refuelling/
disembarking.
defueling
with
passengers
embarking,
on
board
or
27.3.4. Smoking on board.

27.4. Alleviation: Information and forms to be carried on board are alleviated for the
following:
27.4.1. Operational Flight Plan. The flight plan may be in a simplified form,
relevant to the kind of operations conducted and acceptable to the DGCA.
27.4.2. Notam/ AIS documentation are not required.
27.4.3. Meteorological information is not required.
27.4.4. Notification of special passengers, etc. is not required.
27.4.5. Notification of special loads, etc. is not required.
27.5. Use of Air Traffic Services: Not applicable unless mandated by air space
requirements and providing search and rescue service arrangements are acceptable to
the DGCA.
27.6. Fuel policy: The fuel policy must ensure that, on completion of the flight, or
series of flights, the fuel remaining is not less than an amount of fuel sufficient for 30
minutes flying time at normal cruising (this may be reduced to 20 minutes when
operating within an area providing continuous and suitable precautionary landing sites).
Final reserve fuel must be established in the operations manual in order to be able to
comply with Part 2 Subpart C.
28.
AUTHORISATION OF SPECIAL VFR FLIGHTS
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28.1. When the ground visibility is not less than 1,000/ 1500 metres depending on
Performance Class of the helicopter, ATC may authorise Special VFR flights provided:
28.1.1. The helicopter is certified for IFR operations; or
28.1.2. For helicopters not certified for IFR operations provided the helicopter is
fitted with the minimum instruments stipulated in para 2 of this chapter.
28.2. In case of Performance Class I and II helicopters, ATC may authorise Special
VFR flights when the ground visibility is not less than 1000m.
28.3. For Performance Class III helicopters, ATC may authorise Special VFR flights
when the ground visibility is not less than 1500m.
28.4. Special VFR flights shall be operated by only those pilots who have:
28.4.1. Instrument Rating, or
28.4.2. Examinership on the type of helicopter flown, or
28.4.3. Flight Instructor Rating/ Assistant Flight Instructor Rating, or
28.4.4. Authorisation to operate Special VFR flights after undergoing training and
flight test as stipulated.
28.5. Both, operator and the Pilot-in-Command, shall be responsible for ensuring the
compliance of the requirements of helicopter and pilot qualification for Special VFR
operations stipulated in this CAR.
28.6. ATC has discretion to ask Pilot-in-Command to confirm the compliance of the
requirements of this CAR before authorising Special VFR flight.
29.
REQUIREMENT OF MINIMUM INSTRUMENTS FOR SPECIAL
OPERATIONS ON HELICOPTERS NOT CERTIFIED FOR IFR OPERATIONS
VFR
29.1. In addition to the instruments to be fitted for flight under VFR, the helicopter shall
be fitted with the following instruments:
29.1.1. Artificial horizon
29.1.2. Heading Indicator (Direction Gyro)
29.1.3. Rate of Climb Indicator
29.1.4. VOR or ADF or GPS
Note1: Helicopter should not be used for Special VFR flights with any of above equipment unserviceable.
Note 2: It is recommended to use electrical Artificial Horizon and Heading Indicator.
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30.
TRAINING AND QUALIFICATIONS
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30.1. Experience. The pilot authorised to operate Special VFR flight shall have a
minimum of 500 hours on helicopters out of which minimum 100 hours should be as
PIC.
30.2. Training and Flight Test.
30.2.1. Ground Training. The ground training as specified for Procedures Training
given at Para 5.1.2 of Part 4 Subpart B shall be undertaken every year prior to
undergoing the flying training/ test.
30.2.2. Ground Test. The ground training shall be followed by a written test, which
would be conducted by organizations permitted by DGCA. Minimum pass
percentage marks for the written test shall be 80%. This test is required to be
undertaken only once.
30.2.3. Flying Training. The flying training will cover the following: 30.2.3.1.
Basic Instrument procedures.
30.2.3.2.
Navigation with airborne equipment and radio aids.
30.2.3.3.
Departure and Arrival procedures (i.e. SIDs and STARs) and
Airfield approach procedures in controlled airspace.
30.2.3.4.
When the flying training is performed in a helicopter, artificial
means of limiting outside references (hood/ dark windscreens etc.) should
be used for the trainee.
30.2.4. Flight Test. The Flight test shall be conducted only on a helicopter and in a
control zone to cover all aspects of flying training. Flight test shall include at least
one successful simulated precision/ non-precision instrument approach and
landing by the trainee pilot. Flight Test Performa is placed at Part 5 Subpart F
along with detailed instructions for examiners.
30.2.5. Minimum Duration of Training and Flight Test. The duration of the flying
training shall not be less than 2:15 hours. The flying training on the helicopter may
be accordingly reduced, if part of the flying training is conducted on simulator/
Instrument Procedure Trainer (IPT). In both cases, the duration of the flight test
shall not be less than 45 minutes.
30.2.6. Authorisation for Training. Ground training and written test shall be
conducted by organizations permitted by DGCA. The flight test shall be conducted
by a DGCA approved examiner. On successful completion of training and flight
test, DGCA examiner shall certify in the pilot's logbook that he is fit to operate
Special VFR flights on types of helicopters.
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30.3. Validity. The authorisation to operate Special VFR flights shall be valid for one
year from the date of the flight test conducted by the Examiner. The flight test for
authorisation of Special VFR can be combined with the mandatory proficiency check. In
case combined with the proficiency check, the duration of the proficiency check will be
minimum 1:00 hour.
30.4. Renewal. For renewal, the pilot shall undergo the same flight test as stipulated
above.
30.5. Privileges. Pilots authorised to operate Special VFR flights shall remain clear of
clouds and in sight of the surface.
30.6. Exceptions. Pilots holding Instrument Rating or Examinership on the type of
helicopter flown or Flight Instructor Rating/ Assistant Flight Instructor Rating are not
required to undergo the training and flight test to operate Special VFR flights.
ADVERSE WEATHER / MONSOON OPERATIONS
31.
Background. Adverse weather is an integral part of flight operations. Adverse
weather prevails in one part of an operators network or another at different times of the
year. Adverse weather operations encompass those operations conducted in weather
conditions that could result in degradation of take and landing surfaces due to rain,
snow, sleet, other contaminants associated with wet and cold weather. In India, these
conditions are experienced frequently during the monsoon season, which therefore
requires pilots to have special training and exercise due precautions.
32.
Purpose. Operating techniques applicable to each aircraft, under various generic
adverse weather conditions, exist in flight manuals and must be adhered to. However,
to ensure an enhanced level of safety, the reinforcement of these operating practices in
the context of the adverse weather with relevant, specific and mandatory regulatory
guidelines is necessary. Operators are to ensure that pilots are qualified as per Para 35
prior to undertaking flights into adverse weather affected regions.
33.
Applicability. These provisions are applicable to Indian registered aircraft and
Indian operators who carry out regular flying in the Indian airspace during monsoons.
Pilots of these helicopters should fulfill the additional criteria specified herein after
before undertaking operations as PIC during the monsoons.
34.
ADVERSE WEATHER TRAINING AND CHECKS
34.1. Ground Training. All Operators are to provide annual adverse weather ground
training as below to all their pilots irrespective of the fact that they may have flown
during previous adverse weather periods. This ground training may be combined with
the annual recurrent training programme of pilots. Ground Training Ground training shall
cover, but not be limited to:
34.1.1. Indian monsoon climatology
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SERIES 'H' PART I
34.1.2. Techniques of weather avoidance.
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34.1.3. Use of weather radar

34.1.4. Inadvertent IMC Flight precautions, avoidance and recovery
34.1.5. Spatial Disorientation
34.1.6. CFIT situational awareness, aero-medical aspects and avoidance
34.1.7. Wind shear and Microburst
34.2. Flying Training. All pilots are to undergo simulator training and checks as below
before they are released to fly as PIC on a new type in actual or forecast, adverse
weather conditions
34.3. Pilots who have Obtained Initial Command Rating. Pilots, who have obtained
their command rating on commercial helicopters for the first time, will fall under this
category. These pilots should fulfill the following additional criteria before undertaking
operations as PIC during the monsoons: 34.3.1. Should have operated as a P2 on commercial helicopter during a
minimum of one monsoon season prior to obtaining initial PIC rating.
34.3.2. Should have at least 100 hours PIC experience on type before being
released to fly as PIC during adverse weather conditions unless the pilot has a
minimum of three monsoon seasons as P2 on type prior to obtaining PIC rating
for the first time. In cases where a PIC is short of the 100 hours requirement or his
endorsement has been obtained prior to or during adverse weather, the pilot may
continue to fly from LHS as Supervised Line Flying with Examiners/ Instructors/
Check Pilots during adverse weather conditions till they achieve 100 hours.
Note: For the purpose specified above, 100 hours of PIC must include actual time in the left seat
and not include hours logged as a cruise captain.
34.4. Experienced Captains Operating in the Sector/ On Type as Commander for the
First Monsoon Season.
34.4.1. Should have at least 100 hours PIC experience on type before being
released to fly as PIC during adverse weather conditions; or
34.4.2. Should have at least 100 hours experience in the sector before being
released to fly as PIC during adverse weather conditions; or
34.4.3. Should have flown at least once on the route before onset of the monsoon
period.
34.4.4. In cases where a PIC is short of the 100 hours requirement or his
endorsement has been obtained prior to or during adverse weather, the pilot may
continue to fly from LHS as Supervised Line Flying with Examiners/ Instructors/
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Check Pilots during adverse weather conditions till they achieve 100 hours.
Note: For the purpose specified above, 100 hours of PIC must include actual time in the left seat
and not include hours logged as a cruise captain.
34.5. Operators who do not have any training captains shall get approval on case
basis from FSD, DGCA for their qualified and experienced pilots having a minimum of
500 hrs PIC experience on type, to occupy the RHS as PIC for non-adverse weather
qualified pilots and give guidance and help making decisions during adverse weather/
monsoon conditions.
35.
GENERAL CONDITIONS.
35.1. Minimum total cockpit experience level of the crew as PIC and Co-Pilot should
not be less than 500 hours on type.
35.2. All commercial helicopter operators shall ensure that the following is fully
serviceable for flights to or from aerodromes with forecast or actual adverse weather
conditions irrespective of the type of aircraft.
35.2.1. Weather radar.
35.2.2. Windshield wipers (where fitted).
35.2.3. Aircraft certificated for Adverse Weather Performance. Aircraft that have
manufacturer certificated adverse weather performance with appropriate MMEL
for defects/ unavailability are to incorporate the same in their MEL and be
governed by the limitations and considerations therein.
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PART 3 : EQUIPMENT AND MAINTENANCE

SUBPART A - HELICOPTER INSTRUMENTS AND EQUIPMENT
1.
GENERAL
1.1.
In addition to the minimum equipment necessary for the issuance of a certificate
of airworthiness, the instruments, equipment and flight documents prescribed in the
following paragraphs shall be installed or carried, as appropriate, in helicopter according
to the helicopter used and to the circumstances under which the flight is to be
conducted. The prescribed instruments and equipment, including their installation, shall
be approved or accepted by the DGCA.
1.2.
A helicopter shall carry a certified true copy of the air operator Permit/ certificate,
with operations specifications relevant to the helicopter type, issued in conjunction with
the certificate.
1.3.
The operator shall include in the operations manual a minimum equipment list
(MEL), approved by DGCA which will enable the pilot-in-command to determine
whether a flight may be commenced or continued from any intermediate stop should
any instrument, equipment or system become inoperative. When the helicopter is not
registered in India, the operator shall ensure that the MEL does not affect the
helicopter's compliance with the airworthiness requirements applicable in the State of
Registry.
Note MEL requirements are contained in CAR Section 2, Series 'B' Part I.
2.
MANDATORY EQUIPMENT FOR ALL HELICOPTERS ON ALL FLIGHTS
2.1.
A helicopter shall be equipped with the following: 2.1.1. Instruments which will enable the flight crew to control the flight path of the
helicopter, carry out any required procedural maneuvers and observe the
operating limitation of the helicopter in the expected operating conditions.
2.1.2. Position lights; and
2.1.3. Anti-collision lights.
2.2.
First Aid Kits. Helicopters shall be equipped with

2.2.1. One or more first-aid kits as appropriate to the number of passengers the
helicopter is authorized to carry in accordance with CAR Section 2, Series 'X'
Part III;
2.2.2. An operator shall ensure that first-aid kits are:
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2.2.2.1. Inspected periodically to confirm, to the extent possible, that

contents are maintained in the condition necessary for their intended use;
and
2.2.2.2. Replenished at regular intervals, in accordance with instructions
contained on their labels, or as circumstances warrant.
2.3.
Hand Fire Extinguishers. An operator shall not operate a helicopter unless hand
fire extinguishers are provided for use in crew, passenger and, as applicable, cargo
compartments and galleys in accordance with the following:
2.3.1. The type and quantity of extinguishing agent must be suitable for the kinds
of fires likely to occur in the compartment where the extinguisher is intended to
be used and, for personnel compartments, must minimise the hazard of toxic gas
concentration;
2.3.2. At least one hand fire extinguisher, containing must be conveniently
located in the cockpit for use by the flight crew;
2.3.3. At least one readily accessible hand fire extinguisher must be available for
use in each cargo compartment which is accessible to crew members during
flight for the purpose of fire fighting.
2.4.
Seats Or Berths. Seats or berths will be fitted as per the following:

2.4.1. a seat or berth for each person over an age of two years;
2.4.2. a seat belt for each seat and restraining belts for each berth;
2.4.3. a safety harness for each flight crew seat. The safety harness for each
pilot seat must incorporate a device which will automatically restrain the
occupant's torso in the event of rapid deceleration.
2.4.4. when dual controls are fitted, the safety harness for each pilot seat shall
incorporate a device to prevent the upper body of an incapacitated occupant from
interfering with the flight controls.
Note 1 Depending on the design, the lock on an inertia reel device may suffice for this purpose.
Note 2 Safety harness includes shoulder straps and a seat belt which may be used
independently.
2.5.
Fasten Seat Belt Indicating Device. An operator shall not operate a helicopter in
which all passenger seats are not visible from the commanders seat, or from the seat of
the pilot to whom the conduct of the flight may be delegated, unless it is equipped with a
means of indicating to all passengers and cabin crew when seat belts shall be fastened.
2.6.
Means of ensuring that the following information and instructions are conveyed to
passengers:
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SERIES 'H' PART I
2.6.1. when seat belts or harnesses are to be fastened;
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2.6.2. when and how oxygen equipment is to be used if the carriage of oxygen is
required;
2.6.3. restrictions on smoking;
Note.- Smoking is prohibited in domestic flights.
2.6.4. location and use of life jackets or equivalent individual flotation devices
where their carriage is required; and
2.6.5. location and method of opening emergency exits;
2.7.
If fuses are used, spare electrical fuses of appropriate ratings for replacement of
those accessible in flight.
3.
MARKING OF BREAK-IN POINTS
3.1.
If areas of the fuselage suitable for break-in by rescue crews in emergency are
earmarked on a helicopter, such areas shall be marked. The colour of the markings
shall be red or yellow, and if necessary they shall be outlined in white to contrast with
the background.
3.2.
If the corner markings are more than 2 m apart, intermediate lines 9 cm x 3cm
shall be inserted so that there is no more than 2 m between adjacent markings.
Note - All helicopters are not required to have Break in areas.
4.
FLIGHT RECORDERS
4.1.
All helicopters shall be equipped with an approved FDR and CVR in accordance
with CAR Section 2 Series I Part V and Series I Part VI.
5.
COMMUNICATION EQUIPMENT
5.1.
All helicopters shall be fitted with radio communication equipment capable of;
5.1.1. conducting two way communication for heliport control purposes;
5.1.2. receiving meteorological information at any time during flight,
5.1.3. conducting two way communication at any time during flight with at least
one station and with such other aeronautical stations and on such frequencies as
may be prescribed by the appropriate authority
Note The requirements of 5.1.1 are considered fulfilled if the ability to conduct the communications
specified therein is established during radio propagation conditions which are normal for the route.
5.2.
The radio communication equipment required in accordance with 5.1shall provide
for communications on the aeronautical emergency frequency (121.5 MHz).
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5.3.
For flights in defined portions of airspace or on routes where an Required
Communications Performance (RCP) type has been prescribed, a helicopter shall, in
addition to the requirements specified in 5.1
5.3.1. be provided with communication equipment which will enable it to operate
in accordance with the prescribed RCP type(s); and
5.3.2. be authorized by the State of the Operator for operations in such airspace
Note Information on RCP and associated procedures, and guidance concerning the approval process,
are contained in the Manual on Required Communications Performance (RCP) (Doc 9869). This
document also contains references to other documents produced by States and international bodies
concerning communication systems and RCP.
6.
NAVIGATION EQUIPMENT
6.1.
A helicopter shall be provided with navigation equipment which will enable it to
proceed:
6.1.1. in accordance with its operational flight plan; and
6.1.2. in accordance with the requirements of air traffic services.
6.1.3. except when navigation for flights under visual flight rules is accomplished
by visual reference to landmarks.
6.2.
For operations where a navigation specification performance-based navigation
has been prescribed, a helicopter shall, in addition to the requirements specified in 6.1:
6.2.1. be provided with navigation equipment which will enable it to operate in
accordance with the prescribed navigation specification (s); and
6.2.2. be authorized by the DGCA for such operations
6.3.
The helicopter shall be sufficiently provided with the navigation equipment to
ensure that in the event of failure of one item of equipment at any stage of flight, the
remaining equipment will enable the helicopter to navigate in accordance with para 6.1
& when applicable Para 6.2.
6.4.
On flights in which it is intended to land in Instrument Meteorological Condition
(IMC) an helicopter shall be provided with a radio equipment capable of receiving
signals providing guidance to a point from which a visual landing can be affected. This
equipment should be capable of providing such guidance at each heliport at which it is
intended to land in instrument meteorological conditions and at any designated alternate
heliports.
7.
INSTALLATION.
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7.1.
The equipment installation shall be such that the failure of any single unit
required for either communication or navigation purposes or both will not result in the
failure of another unit required for communication or navigation purpose.
8.
INSTRUMENTS AND EQUIPMENT FOR FLIGHTS OPERATED UNDER VFR.
8.1.
All helicopters when operated in accordance with VFR shall be equipped with:
8.1.1. a magnetic compass;
8.1.2. an accurate time piece indicating the time in hours, minutes and seconds;
8.1.3. a sensitive pressure altimeter;
8.1.4. an airspeed indicator; and
8.1.5. main rotor rpm indicator;
8.1.6. free air temperature indicator fitted with engines having provisions for
carburetor heat control in case carburetor air temperature gauge is not installed;
8.1.7. oil pressure indicator for each engine;
8.1.8. oil quantity indicator for each tank. A dip stick or a sight gauge is
acceptable;
8.1.9. CHT indicator for each engine having rated BHP above 250 or an EGT
gauge for each jet engine;
8.1.10. oil temperature gauge for each turbine engine/piston engine having rated
BHP above 250;
8.1.11. fuel quantity indicator for each tank;
8.1.12. an approved Emergency Locator Transmitter (ELT);
8.1.13. Torque Indicator/RPM indicator, where applicable;
8.1.14. Such additional equipment or instruments as may be prescribed by
DGCA.
8.2.
All helicopters which are operated as controlled flights shall be equipped in
accordance with para 10.
9.
INSTRUMENTS AND EQUIPMENT FOR FLIGHTS OPERATED UNDER IFR.
9.1.
All helicopters when operating in accordance with IFR, or when the helicopter
cannot be maintained in a desired attitude without reference to one or more flight
instruments, shall be equipped with:
9.1.1. a magnetic compass;
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9.1.2. an accurate timepiece indicating the time in hours, minutes and seconds;
9.1.3. two sensitive pressure altimeters;
9.1.4. an airspeed indicating system with means of preventing malfunctioning
due to either condensation or icing;
9.1.5. a slip indicator;
9.1.6. an attitude indicator (artificial horizon) for each required pilot and one
additional attitude indicator;
9.1.7. a heading indicator (directional gyroscope);
9.1.8. a means of indicating whether the power supply to the gyroscope
instrument is adequate;
9.1.9. a means of indicating in the flight crew compartment the outside air
temperature;
9.1.10. a rate of climb and descent indicator;
9.1.11. a stabilization system, unless it has been demonstrated to the satisfaction
of the certificating authority that the helicopter possesses, by nature of its design,
adequate stability without such a system;
9.1.12. such additional instrument or equipment as may prescribed by DGCA; and
if operated at night, the following lights shall be carried:
9.1.13. the lights required by CAR, Section 9 Series C Part-I for aircraft in flight or
operating on the movement area of a heliport;
9.1.14. landing light;
9.1.15. illumination for all instruments and equipment that are essential for the
safe operation of the helicopter that are used by the flight crew;
9.1.16. lights in all passenger compartments; and
9.1.17. a flashlight for each crew member station.
9.1.18. One of the landing lights shall be trainable, at least in the vertical plane for
all the helicopters.
9.2.
All helicopters when operating in accordance with IFR shall be fitted with an
emergency power supply, independent of the main electrical generating system, for the
purpose of operating and illuminating, for a minimum period of 30 minutes, an attitude
indicating instrument (artificial horizon), clearly visible to the pilot-in-command. The
emergency power supply shall be automatically operative after the total failure of the
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main electrical generating system and clear indication shall be given on the instrument
panel that the attitude indicator(s) is being operated by emergency power.
10.
INSTRUMENTS AND EQUIPMENT FOR HELICOPTERS OPERATED AT
NIGHT
10.1.
All helicopters when operated at night shall be equipped with:

10.1.1. all equipment specified in Para 8;
10.1.2. position lights;
10.1.3. anti-collision lights;
10.1.4. landing light(s) each fitted with single filament lamps or the light having
dual filament lamp with separately energized filaments;
10.1.5. illumination for all instruments and equipment that are essential for the
safe operation of the helicopter that are used by the flight crew;
10.1.6. an electric torch for each crew member station;
10.1.7. lights in all passenger compartments and cockpit; and
10.1.8. adequate source of electrical supply.
10.1.9. One of the landing lights should be trainable, at least in the vertical plane.
11.
EMERGENCY EQUIPMENT
11.1. Helicopters operating in Performance Class 1 or 2 and operating over water shall
be equipped with:
11.1.1. one life jacket, or equivalent individual floatation device, for each person
on board, stowed in a position easily accessible from the seat or berth of the
person for whose use it is provided; For offshore operations the life jacket shall
be worn constantly unless the occupant is wearing an integrated survival suit that
includes the functionality of the life jacket;
11.1.2. life-saving rafts in sufficient numbers/ capacity to carry all persons on
board, stowed so as to facilitate their ready use in emergency, provided with
such life-saving equipment including means of sustaining life as is appropriate to
the flight to be undertaken; and
11.1.3. equipment for making the pyrotechnical distress signals;
11.1.4. one set of survival radio equipment per raft, but not more than a total of
two sets stowed as to facilitate their ready use in an emergency, which operate
on VHF. The equipment should be portable, water resistant, self-buoyant, not
dependant for operations upon the helicopter power supply and capable of being
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operated away from the helicopter by unskilled persons.

11.2. Helicopters operating in performance Class 3 when operating beyond autorotational distance from land shall be equipped with one life jacket, or equivalent
individual flotation device, for each person on board, stowed in a position easily
accessible from the seat or berth of the person for whose use it is provided.
Note - When determining the distance from land referred to in Para 12.2 ibid, consideration should be
given to environmental conditions and the availability of search and rescue facilities.
11.3. For offshore operations, when operating beyond auto-rotational distance from
land, the life jacket shall be worn unless the occupant is wearing an integrated survival
suit that includes the functionality of the life jacket.
11.4. Helicopters operating in Performance Class 3 when operating beyond distance
specified in 12.2 shall be equipped as in 12.1.
11.5. In the case of helicopters operating in performance Class 2 or 3, when taking off
or landing at a heliport where, the take-off or approach path is so disposed over water
that in the event of a mishap there would be likelihood of a ditching, at least the
equipment required in 12.1 shall be carried.
11.6. Each life jacket when carried shall be equipped with a means of electric
illumination for the purpose of facilitating the location of persons.
11.7. Rafts which are not deployable by remote control and which have a mass of
more than 40 kg should be equipped with some means of mechanically assisted
deployment.
12.
ALL HELICOPTERS ON FLIGHTS OVER WATER
12.1. Means Of Floatation. All helicopters intended to be flown over water shall be
fitted with a permanent or rapidly deployable means of floatation so as to ensure a safe
ditching of the helicopter when:
12.1.1. engaged in offshore operations, or other over water operations as
prescribed by the DGCA; or
12.1.2. flying over water in a hostile environment at a distance from land
corresponding to more than 10 minutes at normal cruise speed when operating in
performance Class 1 or 2; or
Note. When operating in a hostile environment, a safe ditching requires a helicopter to be
designed for landing on water or certificated in accordance with ditching provisions.
12.1.3. flying over water in a non-hostile environment at a distance from land

specified by DGCA when operating in performance Class 1; or
12.1.4. flying over water beyond auto rotational or safe forced landing distance
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12.2. Life Jackets. Life jackets equipped with a survivor locator light, are to be carried
for each person on board. These are to be stowed in a position easily accessible from
the seat or berth of the person for whose use it is provided.
13.
ALL HELICOPTERS ON FLIGHTS OVER DESIGNATED SEA AREAS
13.1. Helicopters, when operating over sea areas which have been designated by AAI
as areas in which search and rescue would be especially difficult, shall be equipped
with life-saving equipment (including means of sustaining life) as may be appropriate to
the area over flown.
13.2. For offshore operations, a survival suit shall be worn by all occupants when the
sea temperature is less than 10C or when the estimated rescue time exceeds the
calculated survival time. When the elevation and strength of the sun results in a high
temperature hazard on the flight deck, consideration should be given to alleviating the
flight crew from this recommendation.
Note When establishing rescue time, the sea state and the ambient light conditions should be taken into
consideration.
14.
ALL HELICOPTERS ON FLIGHTS OVER DESIGNATED LAND AREAS
14.1. Helicopters, when operated across land areas, which may be designated by AAI
as areas in which search and rescue would be especially difficult, shall be equipped
with at least one survival radio equipment stowed so as to facilitate its ready use in an
emergency which operates on VHF. The equipment shall be portable, not dependent for
operation upon the helicopter power supply and capable of being operated away from
the helicopter by unskilled persons. Helicopter shall also be equipped with such
signaling devices and life-saving equipment (including means of sustaining life), as may
be appropriate to the area overflown.
15.
EMERGENCY LOCATOR TRANSMITTER (ELT)
15.1. All helicopters operating in performance Class 1 and 2 shall be equipped with at
least one automatic ELT and, when operating on flights over water with at least one
automatic ELT and one ELT(S) in a raft or life jacket.
15.2. All helicopters operating in performance Class 3 shall be equipped with at least
one automatic ELT and, when operating on flights over water beyond auto rotational or
safe forced landing distance from land, with at least one automatic ELT and one ELT(S)
in a raft or life jacket.
Note - The judicious choice of numbers of ELTs, their type and placement on aircraft and associated
floatable life support systems will ensure the greatest chance of ELT activation in the event of an accident
for aircraft operating over water or land, including areas especially difficult for search and rescue.
Placement of transmitter units is a vital factor in ensuring optimal crash and fire protection. The placement
of the control and switching devices (activation monitors) of automatic fixed ELTs and their associated
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operational procedures will also take into consideration the need for rapid detection of inadvertent
activation and convenient manual switching by crew members.
16.
ALL HELICOPTERS ON HIGH ALTITUDE FLIGHTS
16.1. A helicopter intended to be operated at altitudes at which the atmospheric

pressure is less than 700 hPa in personnel compartments, shall be equipped with
oxygen storage and dispensing apparatus capable of storing and dispensing the
required oxygen supplies.
16.2. A helicopter intended to be operated at flight altitudes at which the atmospheric
pressure is less than 700 hPa but which is provided with means of maintaining pressure
greater than 700 hPa in personnel compartments shall be provided with oxygen storage
and dispensing apparatus capable of storing and dispensing the required oxygen
supplies.
pressure is more than 376 hPa, which cannot descend safely within four minutes to a
flight altitude at which the atmospheric pressure is equal to 620 hPa, shall be provided
with automatically deployable oxygen equipment. The total number of oxygen
dispensing units shall exceed the number of passenger and cabin crew seats by at least
10 per cent.
pressure is more than 376 hPa which cannot descend safely within four minutes to a
flight altitude at which the atmospheric pressure is equal to 620 hPa, and for which the
individual certificate of airworthiness was issued before 9 November 1998, should be
provided with automatically deployable oxygen equipment. The total number of oxygen
dispensing units should exceed the number of passenger and cabin crew seats by at
least 10 per cent.
17.
ALL HELICOPTERS IN ICING CONDITIONS
17.1. An operator shall not operate a helicopter in expected or actual icing conditions
unless it is certificated and equipped to operate in icing conditions.
17.2. All helicopters shall be equipped with suitable anti-icing and/or de-icing devices
when operated in circumstances in which icing conditions are reported to exist or are
expected to be encountered.
17.3. An operator shall not operate a helicopter in expected or actual icing conditions
at night unless it is equipped with a means to illuminate or detect the formation of ice.
Any illumination that is used must be of a type that will not cause glare or reflection that
would handicap crew members in the performance of their duties.
18.
AIRBORNE WEATHER RADAR EQUIPMENT
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18.1. An operator shall not operate a helicopter with a maximum approved passenger
seating configuration (MAPSC) of more than 9 under IFR or at night when current
weather reports indicate that thunderstorms or other potentially hazardous weather
conditions, regarded as detectable with airborne weather radar, may reasonably be
expected along the route to be flown unless it is equipped with airborne weather radar
equipment.
19.
NOISE CERTIFICATION STANDARDS
19.1. All helicopters required to comply with the noise certification Standards of Annex
16, Volume I, shall carry a noise certificate as required in Para 2.2 of CAR Section 2,
Series F Part-Ill.
20.
PRESSURE ALTITUDE REPORTING TRANSPONDER
20.1. Helicopters shall be fitted with Pressure Altitude Reporting Transponder in

accordance with CAR Section 2 Series `R' Part IV.
Note This provision is intended to support the effectiveness of ACAS as well as to improve the
effectiveness of air traffic services. The intent is also for aircraft not equipped with pressure-altitude
reporting transponders to be operated so as not to share airspace used by aircraft equipped with airborne
collision avoidance system.
21.
RADIO ALTIMETERS
21.1.
An operator shall not operate a helicopter on a flight over water unless that
helicopter is equipped with a radio altimeter with an audio warning operating below a
preset height and a visual warning capable of operating at a height selectable by the
pilot in the following conditions:
21.1.1. When operating out of sight of the land; or
21.1.2. When the visibility is less than 1500 m; or
21.1.3. at night; or
21.1.4. at a distance from land corresponding to more than 3 minutes at normal
cruising speed.
22.
CABIN CREW SEATS.
22.1. All helicopters requiring carriage of cabin crew shall be equipped with a forward
or rearward facing seat (within fifteen degrees of the longitudinal axis of the helicopter),
fitted with a safety harness for the use of each cabin crew member for carrying out
emergency evacuation.
Note 1 A seat and seat belt shall be provided for the use of each additional cabin crew member.
Note 2 Safety harness includes shoulder straps and a seat belt which may be used independently.
22.2.
Cabin crew seats shall be located near floor level and other emergency exits for
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emergency evacuation.
23.
FLIGHT CREW INTERPHONE SYSTEM
23.1. An operator shall not operate a helicopter on which a flight crew of more than
one is required unless it is equipped with a flight crew interphone system, including
headsets and microphones, not of a handheld type, for use by all members of the flight
crew.
24.
CREW MEMBER INTERPHONE SYSTEM
24.1.
An operator shall not operate a helicopter carrying a crew member other than a
flight crew member unless it is equipped with a crew member interphone system.
24.2.
The crew member interphone system required by this paragraph must:

24.2.1. Operate independently of the public address system except for handsets,
headsets, microphones, selector switches and signalling devices;
24.2.2. Provide a means of two-way communication between the flight crew
compartment and each crew member station;
24.2.3. Be readily accessible for use from each of the required flight crew stations
in the flight crew compartment;
and in addition for cabin crew members:
24.2.4. Be readily accessible for use at required cabin crew stations close to each
separate or pair of floor level emergency exits;
24.2.5. Have an alerting system incorporating aural or visual signals for use by
flight crew members to alert the cabin crew and for use by cabin crew members
to alert the flight crew; and
24.2.6. Have a means for the recipient of a call to determine whether it is a normal
call or an emergency call.
25.
PUBLIC ADDRESS SYSTEM
25.1. Except as in Para 25.3 below, an operator shall not operate a helicopter with a
maximum approved passenger seating configuration (MAPSC) of more than 9 unless a
public address system is installed.
25.2.
The public address system required by this paragraph must:

25.2.1. Operate independently of the interphone systems except for handsets,
headsets, microphones, selector switches and signaling devices;
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25.2.2. Be readily accessible for immediate use from each required flight crew
member station;
25.2.3. Be readily accessible for use from at least one cabin crew member station
in the cabin, and each public address system microphone intended for cabin
crew use must be positioned adjacent to a cabin crew member seat that is
located near each required floor level emergency exit in the passenger
compartment;
25.2.4. Be capable of operation within 10 seconds by a cabin crew member at
each of those stations in the compartment from which its use is accessible;
25.2.5. Be audible and intelligible at all passenger seats, toilets and cabin crew
seats and work stations; and
25.2.6. Following a total failure of the normal electrical generating system, provide
reliable operation for a minimum of 10 minutes.
25.3.
For helicopters with a maximum approved passenger seating configuration
(MAPSC) of more than 9 but less than 19, the Public Address System is not required if:
25.3.1. the helicopter is designed without a bulkhead between pilot and
passengers; and
25.3.2. the operator is able to demonstrate that when in flight, the pilots voice is
audible and intelligible at all passenger seats.
26.
FLIGHT RECORDERS
26.1. All helicopters with an MTOM above 3175 kg shall be equipped with an approved
FDR and CVR in accordance with CAR Section 2 Series 1 Part V and Series 1 Part VI.
26.2.
Operation.
26.2.1. Flight recorders shall not be switched off during flight time.
26.2.2. To preserve flight recorder records, flight recorders shall be deactivated
upon completion of flight time following an accident or incident and shall not be
reactivated before their disposition is finalized by an enquiry into the accident or
incident.
26.3. Continued Serviceability. In order to ensure the continued serviceability of the

recorders, the operator will ensure
26.3.1. Operational checks; and
26.3.2. Evaluation of recordings from the flight recorders.
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SUBPART B - HELICOPTER MAINTENANCE AND SECURITY
1.
MAINTENANCE
1.1.
General. Maintenance requirements are contained in CAR-145 and CAR-M.
1.2.
Operator's Continuing Airworthiness
Requirements for CAME are given in CAR-M
Management
1.3.
Maintenance Programme. Requirements for
Management Organization (CAMO) are given in CAR-M.
2.
Exposition
Continuing
(CAME).
Airworthiness
SECURITY
2.1.
Helicopter Search Procedures Checklist. An operator shall ensure that there is
on board a checklist of the procedures to be followed in searching for a bomb in case of
suspected sabotage. The checklist shall be supported by guidance on the course of
action to be taken should a bomb or suspicious object be found.
2.2.
Safety Training Programme.

2.2.1. Operator shall establish and maintain a training programme which enables
crew members to act in the most appropriate manner to minimize the
consequences of acts of unlawful interference.
2.2.2. An operator shall also establish and maintain a training programme to
acquaint appropriate employees with preventive measures and techniques in
relation to passengers, baggage, cargo, mail, equipment, stores and supplies
intended for carriage on a helicopter so that they contribute to the prevention of
acts of sabotage or other forms of unlawful interference.
2.3.
Reporting Acts of Unlawful Interference. Following an act of unlawful
interference, the pilot-in-command shall submit without delay, a report following the act
to BCAS and DGCA, New Delhi.
2.4.
Compliance with the CAR. The operator shall ensure that all concerned
personnel required to implement the provisions of this CAR are given adequate briefing
about the content of this CAR and the method of compliance. The policies and
procedures laid down by the operator shall also contain this aspect.
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SUBPART A - FLIGHT CREW : GENERAL
1.
COMPOSITION OF THE FLIGHT CREW
1.1.
The number and composition of the flight crew shall not be less than that
specified in the operations manual. The flight crew shall include flight crew members in
addition to the minimum numbers specified in the Flight Manual or other documents
associated with the certificate of airworthiness, when necessitated by considerations
related to the type of helicopter used, the type of operation involved and the duration of
flight between points where flight crews are changed.
1.2.
The flight crew shall hold valid license issued or rendered valid by DGCA,
authorizing operation of the type of radio transmitting equipment to be used.
2.
FLIGHT CREW MEMBER EMERGENCY DUTIES
2.1.
An operator shall, for each type of helicopter, assign to all flight crew members
the necessary functions they are to perform in an emergency including or in a situation
requiring emergency evacuation. Annual training in accomplishing these functions shall
be contained in the operator's training programme and shall include instruction in the
use of all emergency and lifesaving equipment required to be carried, and drills in the
emergency evacuation of the helicopter.
3.
FLIGHT CREW MEMBER TRAINING PROGRAMMES
3.1.
An operator shall establish and maintain a ground and flight training programme
approved by the DGCA which ensures that all flight crew members are adequately
trained to perform their assigned duties. The training programme shall:
3.1.1. include ground and flight training facilities and properly qualified
instructors as determined by DGCA;
3.1.2. consist of ground and flight training for the type(s) of helicopter on which
the flight crew member serves;
3.1.3. include proper flight crew coordination and training for all types of
emergency and abnormal situations or procedures caused by power plant,
transmission, rotor, airframe or systems malfunctions, fire or other abnormalities;
3.1.4. include training in knowledge and skills related to visual and instrument
flight procedures for the intended area of operation, human performance and
threat and error management and in the transport of dangerous goods and,
where applicable, procedures specific to the environment in which the helicopter
is to be operated;
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3.1.5. ensure that all flight crew members know the functions for which they are
responsible and the relation of these functions to the functions of other crew
members, particularly in regard to abnormal or emergency procedures;
3.1.6. shall include knowledge and skills related to the operational use of headup display and/or enhanced vision systems for those helicopters so equipped;
and
3.1.7.
be given on a recurrent basis, as determined by DGCA and shall include

an assessment of competence.
Note 1. In-flight simulation of emergency or abnormal situations when passengers or cargo are being
carried is prohibited.
Note 2. Flight training may to the extent deemed appropriate by the DGCA, be given in flight simulation
training devices approved by DGCA for that purpose.
Note 3. The scope of the recurrent training required by Paras 2 and 3 may be varied and need not be as
extensive as the initial training given in a particular type of helicopter.
Note 4. Provisions for training in the transport of dangerous goods are contained in Aircraft (Carriage of
Dangerous Goods) Rules, 2003.
Note 5. Guidance material to design training programmes to develop knowledge and skills in human
performance can be found in the Human Factors Training Manual (ICAO-Doc 9683).
Note 6. Information for pilots and flight operations personnel on flight procedure parameters and
operational procedures is contained in PANS-OPS (DOC 8168) Volume I. Criteria for the construction of
visual and instrument flight procedures are contained in PANS-OPS, Volume II. Obstacle clearance
criteria and procedures used in certain States may differ from PANS-OPS (Doc 8168) and knowledge of
these differences is important for safety reasons.
Note 7. Guidance material to design flight crew training programmes can be found in the Preparation of
an Operations Manual (Doc 9376).
Note 8. Guidance material on the different means used to assess competence can be found in the
Attachment to Chapter 2 of the Procedures for Air Navigation Services Training (PANS-TRG)
document.
3.2.
The requirement for recurrent flight training in a particular type of helicopter shall
be considered fulfilled by:
3.2.1. the use, to the extent deemed feasible by DGCA, flight simulation training
devices approved by the DGCA for that purpose; or
3.2.2. the completion within the appropriate period of the proficiency check
required by Para 4.1 of Part 4 Subpart B in that type of helicopter.
4.
FAMILIARISATION TRAINING AND CHECK OF LICENSED PERSONNEL
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4.1.
At present there are a number of aircraft in the country, which are, of the same
type, but have some differences in their cockpit lay out, cockpit equipment, aircraft
components or their modification status. Besides, the provisions of the operations
manual and the quality control manual also differ from operator to operator.
4.2.
Considering the above and with a view to enhancing the safety of aircraft
operations, it is considered necessary that every operator, before permitting any person
licensed by DGCA to perform duties, which involve exercising of the privileges of his
license on his (Operator's) aircraft, should give the person concerned sufficient
familiarization training covering the above mentioned aspects relating to differences
between the aircraft previously operated/maintained by that person and the aircraft to be
operated./maintained by him.
4.3.
Similarly, every operator shall give adequate briefing about the provisions of the
operations manual or the quality control manual as the case may be, to the licensed
persons being engaged by him. The operator shall also ensure adequate proficiency of
the person in English language. A certificate to this office shall be given by the
operator's operations/training/engineering manager.
4.4.
Further, with a view to ensure satisfactory knowledge of the licensed personnel in
regard to the above aspects, the concerned personnel after completing the aforesaid
familiarization training will be subjected to an oral check by a board consitituted by
Director General of Civil Aviation.
4.5.
Only after the concerned person has passed the oral check, the operator can
utilise him for duties, which involve exercising the privileges of the license.
4.6.
These instructions shall apply only in respect of foreign licensed personnel
exercising their privileges on aircraft having all-up-weight exceeding 5700 kgs.
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SUBPART B - PILOT QUALIFICATIONS
1.
Pilot-In-Command Operational Qualification.
1.1.
An operator shall not utilize a pilot as pilot-in-command of a helicopter on an
operation for which that pilot is not currently qualified until such pilot has complied with
1.2.1 and 1.2.2.
1.2.
Each such pilot shall demonstrate to the instructor/ examiner, an adequate
knowledge of:1.2.1. The operation to be flown. This shall include knowledge of:1.2.1.1. the terrain and minimum safe altitudes;
1.2.1.2. the seasonal meteorological conditions;
1.2.1.3. the meteorological, communication and air traffic facilities, services
and procedures;
1.2.1.4. the search and rescue procedures;
1.2.1.5. the navigational facilities and procedure, associated with the route
along which the flight is to take place; and
1.2.2. procedures applicable to flight paths over heavily populated areas and
areas of high air traffic density, obstructions, physical layout, lighting, approach
aids and arrival, departure, holding and instrument approach procedures, and
applicable operating minima.
Note. - That portion of the demonstration relating to arrival, departure, holding and instrument
approach procedures may be accomplished in an appropriate training device which is adequate
for this purpose.
1.3.
The operator shall maintain a record, up to the satisfaction of DGCA, of the
qualification of the pilot and of the manner in which such qualification has been
achieved.
1.4.
Only pilots holding valid IR on type can act as PICs of IFR helicopters for
undertaking operational flying. However, in case the IR has lapsed after initial
endorsement, the pilot may continue to exercise PIC privileges for VFR flying only.
1.5.
An operator shall not continue to utilize a pilot as a pilot-in-command in a sector
of operation unless, within the preceding 12 months, the pilot has made at least one
representative flight as a pilot member of the flight crew, or as a check/ instructor/
examiner pilot for the said operation. In the event that more than 12 months elapse in
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which a pilot has not made such a representative flight, prior to again serving as a pilotin-command for that operation, that pilot must re-qualify in accordance with 1.2.
1.6.
An operator shall not continue to utilize a pilot as a pilot-in-command on an
operation unless, the pilot complies with the requirements of undergoing the
Competency Checks as specified in Para 4.
1.7.
Flight crew equipment.

1.7.1. A flight crew member assessed as fit to exercise the privileges of a licence
subject to the use of suitable correcting lenses shall have a spare set of the
correcting lenses readily available when exercising those privileges.
1.8.
Flight time, flight duty periods and rest periods.

1.8.1. The flight time, flight duty periods and rest periods shall be followed as
stipulated in CAR Section 7 Series 'J' Part II.
RECURRENT TRAINING REQUIREMENTS FOR HELICOPTER PILOTS

2.
REQUIREMENT
2.1.
Recurrent Training of the pilots at periodical interval is considered imperative and
necessary to ensure standards. Operators are to ensure that pilot proficiency on the
type of helicopter and the roles in which a pilot is employed is checked and monitored
periodically to upgrade skills and knowledge of a pilot so as to ensure that each pilot
acquires and maintains the competency to perform his functions efficiently and safely.
3.
TYPES OF RECURRENT TRAINING.
3.1.
The recurrent training shall comprise the following:3.1.1. Competency Checks consisting of Proficiency Check, Route Check,
Special VFR Check, IR Renewal Check and Night Currency Check.
3.1.2. Refresher Training consisting of Ground training, Simulator Training,
Emergency and Survival Training, CRM Training and Dangerous Goods Training.
4.
COMPETENCY CHECKS.
4.1.
Proficiency Checks. All pilots shall undergo proficiency checks on each type (and
not each variant) of helicopter that is endorsed on the pilots license covering aspects as
applicable for type of helicopter and operator's role. The proficiency check will be
carried out by DGCA approved instructor/ examiner with not more than six months gap
between any two checks. The proficiency check will not be carried out on revenue
flights. Guidelines for the examiner and the Check Performa are placed at Section 5.
4.2.
Route Check. These checks will be carried out once a year in the normal
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operation area to cover operations as applicable to the type of operation(s) viz hill flying/
offshore etc. A separate check is required for each type of 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. Instructions for the examiner and route check performa for pilots are given in
Part 5. In case required, the route check may also be carried out from one airfield/
heliport to another in the plains, wherein any appropriate exercises in the performa
should be carried out.
4.3.
Special VFR Check. The annual Special VFR renewal checks may be carried out
during route flying but not with passengers on board (to avoid inconvenience to
passengers during unusual attitude recovery practice). It may also be combined with
Route check. In case combined with the Proficiency Check, the duration of the
Proficiency Check will be of minimum 1:00 duration. The guidelines to examiner and the
check format are placed at Part 5. Adverse comments, if any, shall be recorded in the
prescribed Performa.
4.4.
Instrument Rating Renewal Check. The annual Instrument Rating renewal
checks 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 placed at Part 5. Adverse comments, if
any, shall be recorded in the prescribed Performa.
4.5.
Night Currency Check. Pilots engaged in carriage of passengers by night shall
carry out at least one route-flying check sortie by night including five take offs and
landings in the preceding six months with an Examiner on type. The performa for the
check and guidelines to examiner are given in Part 5.
4.6.
Role Checks. All pilots qualified for undertaking special helicopter operations viz
ELO, HHO, HEMS etc will undergo a Role Check once every year for the specific role
for which they are cleared. These checks may be carried out during revenue flights.
5.
REFRESHER TRAINING.
5.1.
Ground Training. Annual ground refresher training will comprise the following: 5.1.1. Ground refresher training of minimum four hours duration, relevant to the
type of helicopter being flown, shall be carried out once in a year by a DGCA
approved Pilot Instructor/ Examiner. In case no Instructor/ Examiner is appointed
on type, the training will be conducted by the Chief Pilot of the operator. This
training shall include but not be limited to: 5.1.1.1.
Helicopter Flight Manual
5.1.1.2.
Helicopter systems and performance
5.1.1.3.
Type emergencies and recovery actions
5.1.1.4.
Aspects related to area of operation and weather patterns etc

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5.1.1.5. Any changes to operating procedures/ rules etc

5.1.2. Procedures Training. All pilots other than Instructors/ Examiners shall
undergo Procedures Training at an approved training institute every year which
shall be conducted over at least two days. Instructors/ Examiners shall undergo
this training every alternate year. This training shall include but not be limited to: 5.1.2.1. IFR procedures including RT procedures.
5.1.2.2. ATC procedures in controlled air space.
5.1.2.3. Contents and use of Enroute and Approach charts including SIDs
and STARs (e.g. Jeppesen Route Manual and Airfield charts).
5.1.2.4. Use of Navigation Aids.
5.1.2.5. Spatial Disorientation
5.1.2.6. CFIT situational awareness, aero-medical aspects and avoidance
5.1.2.7. Flight safety with reference to operations in controlled airspace.
5.1.2.8. Helicopter operations, performance and related rules.
5.1.2.9. Any changes to DGCA rules etc
5.1.2.10. Modern developments in helicopter operations.
5.2.
Simulator Training Instrument Flying. To adequately practice IF skills a pilot,
holding instrument rating shall be carried out at least 5 hours of instrument flying
training on a specific to type flight simulator once in two years. Instrument flying training
may also be carried out on type of helicopter on which the pilot holds a current
instrument rating.
5.3.
Simulator Training Critical Emergencies. At least 5 hours of mandatory
practice of critical emergencies in simulator such as engine failure, system failure, tail
rotor failure etc. which cannot be practiced in actual flying shall be carried out by a pilot
on specific to type flight simulator once in two years. Training of autorotative landing is
to be carried out close to the maximum permissible all up weight but in no case it should
be less than 70% of the all up weight. In case a specific to type simulator is not
available, 2:30 hours of flying training in simulated emergency handing is to be carried
out in 2-3 dedicated sorties every two years on the type of helicopter. All Helicopter
operators should include the same in their training manual/ procedures accordingly.
5.4.
The satisfactory simulator test report shall be submitted to the Directorate
General of Civil Aviation along with application for renewal of pilot licence.
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5.5.
Emergency and Survival Training. A pilot shall successfully complete emergency
and survival training and an Emergency and Survival Check (ESC) covering aspects as
applicable for the type of helicopter and operator's role, once every year. This training
will be carried out by the operator.
5.6.
Helicopter Underwater Escape Training (HUET). All aircrew undertaking offshore
operations shall undergo HUET once every three years.
5.7.
CRM Training. A pilot shall undergo CRM training at an approved training
institute once in a year.
5.8.
Dangerous Goods Training. A pilot shall undergo Dangerous Goods Awareness
training at an approved training institute once in two years.
6.
RECORD AND MONITORING.
6.1.
Responsibility of Monitoring. The operator shall be responsible for training of the
pilots of his company.
6.2.
Records of all training, checks and test carried out by each pilot shall be
maintained, updated and retained for a period of at least five years.
6.3.
Summary of recurrent training checks is given below:

Competency Check
Check
Frequency
(in one year)
Proficiency
Twice
01.30
Route
Once
As required
On Revenue flight.
Once for CPL(H) holder
As
required
As required
May
be
combined
Proficiency Check
Special VFR
Renewal
Once
Check
No. of
Sorties
Flying
Hours
Remarks
Non revenue flight.
I R renewal
test
Once
Night
currency
Twice
As required Non revenue flight.
Role Check
Once
As required
01.00
with
Non revenue flight.
Preferably on revenue flight.

One sortie for each special role.
Refresher Training
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Type of Training
Frequency
Remarks
Ground Refresher
Min 4 hours per year
With Instructor/ Examiner/ Chief Pilot
Procedure Training
Min two days per year
At approved Training Institute
Simulator
10/ 5 hrs in 2 years

(as applicable)
5 hrs each for Instrument Flying and

Emergency Recurrent Training
ESC
Once every year
By the operator
HUET
Once in three years
For offshore ops at an approved

Training Institute
CRM
Once a year
Dangerous Goods
Once in two years
BREAK IN FLYING
7.
APPLICABILITY
7.1.
These rules apply to: 7.1.1. All pilots who need to exercise the privileges of a helicopter rating
endorsed in their license but do not meet the prerequisites for continued exercise
of privileges of aircraft rating.
7.1.2. All pilots who need to exercise the privileges of a helicopter/ additional
helicopter rating endorsed in the license after commencing helicopter training/
Full Flight Simulator (FFS) training or authorized to fly more than one type of
helicopter as per Para 16.
7.1.3. All Pilots holding current DGCA licenses including those who exercise
their privileges under Open Rating in terms of AIC 3/1985.
7.1.4. The provisions of this Circular are also applicable to all NSOPs, General
Aviation Operators, State Govts. and Helicopter Flying Schools.
8.
GENERAL CONDITIONS.
8.1.
It would be operators responsibility to ensure that the pilots flying their
helicopters meet all recency requirements before flying their company helicopter(s).
8.2.
All ground refresher training and flying checks carried out must be entered in the
pilots log book by the Check Pilot/ TRI/ TRE and AME (Ground refresher) and record
maintained by the Operator.
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8.3.
All flying training/ Checks (other than route checks) will be carried out by the TRI
and TRE only. Route checks can be carried out by a Check Pilot. One time sanction to
a company pilot for Training/ Check/ Test will be an exception rather than a rule. It will
be granted only when no DGCA approved TRI/ TRE for a particular helicopter type is
available.
8.4.
All operators must ensure that their DGCA approved Check Pilots, TRI and TRE
are made available for Training/ Checking/ Testing Pilots on priority, when required.
8.5.
In case a pilot fails to display satisfactory performance during Training/ Check/
Test sortie(s), the same will be reflected in the Sortie/ Test report and brought to the
notice of operator and Helicopter Cell/ FSD, DGCA immediately for necessary action/
decision.
8.6.
In case of clarification, if any, the matter will be referred to Helicopter Cell/ FSD in
DGCA HQs, New Delhi.
9.
PILOTS FLYING HELICOPTERS OF AUW LESS THAN 5700 KGS
9.1.
Break Period 60 Days Or More But Less Than 90 Days (only for pilots with less
than 1000 hrs PIC on helicopters)
9.1.1. Two Pilots Operation - Perform one sortie as a co-pilot of not less than
0:45 hrs before undertaking PIC duties.
9.1.2. Single Pilot Operation (SPO) - Perform one sortie as a co-pilot of not less
than 0:45 hrs before undertaking SPO.
9.2.
Break Period 90 Days Or More But Less Than 180 Days.

9.2.1. Ground refresher of 01:00 hrs duration with type Rated Examiner (TRE)/
Type Rated Instructor (TRI)/ Check Pilot/ Chief Pilot to cover performance and
emergencies.
9.2.2. Undertake three take-offs and landings with a pilot current on type before
flying with passengers on board.
OR
Undertake one FFS session of 0:45 hrs successfully.
9.3.
Break Period 180 Days Or More But Less Than One Year.
9.3.1. Ground refresher of 02:00 hrs duration with TRE/ TRI to cover cockpit
layout, performance and emergencies.
9.3.2. Undertake a Check sortie of not less than 0:45 hrs to include three takeoffs and landings and practice/ revise emergencies with TRE/ TRI.
OR
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Undertake two FFS sessions of not less than 01:30 hrs successfully.
9.3.3. The Check sortie can be considered as a Proficiency Check, if the pilot is
due.
9.3.4. If combined with Special VFR check, the Check sortie to be of not less
than 01:00 hr.
9.3.5. SPO, if cleared, can be undertaken after flying 01:00 hr PIC sortie with a
co-pilot after the Check sortie.
9.3.6. IR, if due and applicable, will not be combined with Check sortie.
9.4.
Break Period One Year Or More But Less Than Two Years.
9.4.1. Ground refresher of 03:00 hrs duration with TRE/ TRI and AME to cover
technical details, cockpit layout, effect of controls, performance, emergencies
and amendments to Flight and Operations Manuals.
9.4.2. Fly 0:45 hrs dual and Skill test of not less than 0:45 hrs with TRE.
OR
Undertake three FFS sessions of not less than 02:30 hrs successfully.
9.4.3. Undertake Route check, Special VFR check and IR, as applicable as per
Paras 4 and 5(recurrent trg).
9.4.4. SPO, if cleared, can be undertaken after flying two sorties of 02:00 hrs as
PIC with a co-pilot after the Skill test.
9.5.
Break Period Two Years or More.

all technical details, cockpit layout, effect of controls, performance, emergencies
9.5.2. Fly 01:00 hr dual (cover emergencies also) and Skill test of not less than
0:45 hr with TRE.
OR
Undertake Four FFS sessions of not less than 03:00 hrs successfully.
9.5.3. Fly a Route check of 01:00 hr with a Check pilot/ TRI/ TRE.
9.5.4. Undertake Special VFR check, as applicable.
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9.5.5. SPO, if cleared, can be undertaken after flying four sorties of total
04:00hrs as PIC with a co-pilot after the Skill test.
9.6.
Night Flying Break Period More Than 180 Days But Less Than One Year (for
pilots undertaking night casualty evacuation/ training/ regular passenger flying)
9.6.1. Undertake a sortie to include three take-offs and landings with TRE/ TRI
before flying with passengers on board.
OR
Undertake one FFS sessions of not less than 0:45hrs successfully.
9.6.2. Applicable for pilots current on type by day but not current for night flying.
If not current by day, he/ she would be required to undergo recency by day first.
9.6.3. Should hold current IR on type for night casualty evacuation and
passenger flying.
9.7.
Night Flying Break Period More Than One Year but Less Than Two Years (for
9.7.1. Ground refresher of 01:30 hrs duration with TRE/ TRI to cover night
cockpit layout and night emergencies.
9.7.2. Undertake a Skill test of not less than 0:45hrs to include three take-offs
and landings and revise/ practice emergencies with TRE.
OR
Undertake Two FFS sessions of not less than 01:30 hrs successfully.
9.7.3. Fly 01:00 hr co-pilot before flying PIC with passengers on board.
If not current by day, he/ she would be required to undergo Recency by day first.
9.7.5. Should hold current IR on Type fortnight casualty evacuation and
passenger flying.
9.8.
Night Flying Break Period Two Years or More (for pilots undertaking night casualty
evacuation/ training/ regular passenger flying)
cockpit layout, performance and night emergencies.
9.8.2. Undertake a Skill test of not less than 01:00 hr to include five take offs and
landings and revise/ practice emergencies with TRE.
OR
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9.8.3. Fly 02:00 hrs co-pilot before flying PIC with passengers on board.
passenger flying.
9.9.
Special Environment Flying More Than 180 Days (off-shore, HEMS, hill
operations, HHO, ELO etc.)
9.9.1. Operators to formulate their Companys training policy as per experience
of pilots and incorporate in Companys Training Manual. It should include :
9.9.1.1. Instructions as per Part 2 Subpart D on special operations/
environment for breaks in carrying out the flying operations.
9.9.1.2. Ground refresher policy with TRE/ TRI to cover technical details
and emergencies during special operations/ environment flying.
9.9.1.3. Skill test of adequate duration for the special operations before
undertaking the flying operations.
9.9.1.4. Policy to fly SPO, if cleared in special operations, after the Skill test.
9.9.2. The pilot should be current on Type but may not have undertaken special
environment flying. If not current on Type, he/ she would be required to carry out
recency by day first.
9.9.3. Skill test for two special operations will not be combined together, e.g. hill
flying check and under-slung load check cannot be carried out in one Skill Test.
9.9.4. Irrespective of break period a Skill test of not less than 0:45 hrs will be
carried out if :
9.9.4.1. A pilot changes company/ operator or
9.9.4.2. If he/ she undertakes flying in a different area and
9.9.4.3. The pilot will first familiarize with Companys SOPs and Operations
Manual and undertake a Skill test of not less than 0:45 hrs with TRE (in the
specific role of the operator) before being cleared to undertake Special
operations.
9.9.5. In case the services of a pilot of another company are sought, it will be
ensured that the pilot is current for the special ops/ environment in which he/ she
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is to fly and be familiarized with Companys SOPs and Operations Manual before
commencing flying.
10.
PILOTS FLYING HELICOPTERS OF AUW 5700 KGS OR MORE
10.1.

10.1.1. Perform one sortie as co-pilot of not less than 0:45 hrs before undertaking
PIC duties.
10.2.

10.2.1. Ground refresher of 01:00 hr duration with TRE/ TRI/ Check Pilot/ Chief
Pilot to cover performance & emergencies.
10.2.2. Undertake three take-offs and landings with a pilot current on type before
flying with passengers on board.
OR
Carry out one FFS session of 0:45 hrs successfully.
10.3.
Break Period 180 Days Or More But Less Than One Year.
10.3.1. Ground refresher of 02:00 hrs duration with TRE/ TRI to cover cockpit
layout, performance & emergencies.
10.3.2. Undertake a Check sortie of not less than 0:45 hrs to include three
takeoffs and landings and practice/ revise emergencies with TRE/ TRI.
OR
10.3.3. Undertake one Route Check of 01:00 hr with a Check Pilot/ TRI/ TRE.
10.3.4. The sortie can be considered as Proficiency Check, if the Pilot is due.
10.3.5. IR, if due, will not be combined with Check sortie.
10.4.
Break Period One Year Or More But Less Than Two Years.
10.4.1. Ground refresher of 03:00 hrs duration with TRE/TRI and AME to cover
technical details, cockpit layout, effect of controls, performance, emergencies
10.4.2. Fly 0:45hr dual and 0:45 hr Skill test with TRE.
OR
Undertake three FFS sessions of not less than 02:30 hrs successfully.
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10.4.3. Undertake two Route checks of 02:00 hrs with a Check Pilot/ TRI/ TRE.
10.4.4. Undertake IR check.
10.5.
Break Period Two Years or More.

all technical details, cockpit layout, effect of controls, performance, emergencies
10.5.2. Fly 01:00 hr Dual (cover Emergencies also) and 0:45 hr Skill test with
TRE/TRI.
OR
Undertake four FFS sessions of not less than 03:00 hrs successfully.
10.5.3. Fly three Route checks of 03:00 hrs with a Check Pilot/ TRI/ TRE.
10.5.4. Final release Route check of 01:00 hrs with TRE.
10.5.5. Undertake IR check.
10.6. Night Flying Break Period More Than 180 Days But Less Than One Year (for
10.6.1. Undertake a sortie to include three take-offs and landings with TRI/ TRE
before flying with passengers on board.
OR
Undertake one FFS sessions of not less than 0:45hr successfully.
If not current by day, he/she would be required to undergo recency by day first.
passenger flying.
10.7. Night Flying Break Period More Than One Year But Less Than Two Years (for
cockpit layout and night emergencies.
10.7.2. Undertake a Skill test of 0:45 hr to include three take-offs and landings
and revise/ practice emergencies with TRE.
OR
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10.7.3. Fly 01:00hr co-pilot before flying PIC with passengers on board.
If not current by day, he/she would be required to undergo recency by day first.
passenger flying.
10.8. Night Flying Break Period Two Years Or More (for pilots undertaking night casualty
evacuation/ training/ regular passenger flying)
cockpit layout, performance and night emergencies.
10.8.2. Undertake a Skill test of 01:00 hr to include five take-offs and landings and
revise/ practice emergencies with TRE.
OR
10.8.3. Fly 02:00 hrs as co-pilot before flying PIC with passengers on board.
passenger flying.
10.9.
Special environment flying more than 180 days (Off-shore, EMS, hill Operations,
under-slung load, etc.)
10.9.1. Formulate Company Policy in the Training Manual as per Para 9.9 ibid.
EXTENSION OF AIRCRAFT RATING : HELICOPTERS
11.
GENERAL
11.1. A qualified helicopter pilot who wants to convert onto another type of helicopter
and also seek extension of his rating onto the new type of helicopter needs to undergo
both ground and flying training. The quantum of this training depends on the complexity
of the helicopter type, level of technology, handling characteristics and the previous
experience of the pilot. Helicopters are grouped variously as Group 1 (A or B or C),
Group 2 and Group 3 based on their handling characteristics. Details of the prescribed
training for conversion from one group onto another or from one type to another type in
the same group are covered in the succeeding paragraphs.
11.2.
Group 1 Helicopters. All single engine helicopters are classified as Group 1

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helicopters for the purpose of training and operations as follows:

11.2.1. 1A Single engine helicopters with reciprocating engines.
11.2.2. 1B Single engine helicopters with turbine-powered engines and AUW less
than 3,180 kg.
11.2.3. 1C Single engine helicopters with turbine-powered engines and AUW
3,180 kg or more.
11.3. Group 2 Helicopters. All multi engine helicopters with AUW 5700 kg or less are
classified as Group 2 helicopters for the purpose of training.
11.4. Group 3 Helicopters. All multi engine helicopters with maximum certified take
off mass exceeding 5,700 kg.
12.
GROUND TRAINING SYLLABUS.
12.1. Multi-Crew Cooperation Course. All pilots converting to multi-engine helicopters

for the first time shall undergo a multi-crew cooperation course at a DGCA approved
training institute before commencing type specific training.
12.2. The syllabus for ground training as prescribed by the TRTO shall be followed.
However, in no case the syllabus should be less than that prescribed by the OEM.
13.
FLYING TRAINING SYLLABUS
13.1. The amount of flight instruction depends on:

13.1.1. complexity of the helicopter type, handling characteristics, level of
technology;
13.1.2. Grouping of the helicopter viz Group 1A/ 1B/ 1C/ Group 2 or Group 3;
13.1.3. previous experience of the applicant;
13.1.4. the availability of simulators.
13.2. Simulators. The level of qualification and the complexity of the type will determine
the amount of practical training that may be accomplished in simulators, including
completion of the skill test. Before undertaking the skill test, a student should
demonstrate competency in the skill test items during the practical training.
13.3. Flying Training Exercises. All flying training will include the following exercises as
applicable: 13.3.1. General Handling
External & pre-start checks & start up.
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Pick up, hover & ground exercises.

Effects of controls
Use of trim
Collective release
Rudder & turn coordination
Quick Stops
Circuit and landings (with & without AFCS)
Hover and forward speed landing, slope landings
Autorotations, autorotative flare and recovery
Emergency Handling including Engine failure/ fire in flight, hydraulic
failure, electrical failure, AFCS failure etc
Engine handling (Power management)
13.3.2. Advanced Training
Performance Class 1 & 2 to clear and restricted heliport, Circuit & landing
with Practice Single Engine (Training mode).
Engine failure at TDP & LDP, DPATO & DPBL
Practice engine emergencies
13.3.3. Navigation
Use of radio navigation means including VOR, DME, NDB & GPS
13.3.4. Night Flying
Cockpit Lighting System Familiarization.
Cockpit Light Management.
Start Up & Take Off.
Circuit and Landing
Emergencies by night.
13.4. Initial Conversion into a New Group. The summary of minimum flight instruction
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breakdown, excluding skill test (with or without use of simulators), for initial conversion
into any group is tabulated as under:
Flying Training
Conversion Type
Group
From
Group
To
With Simulators
Only On
Helicopter
Using FFS C/D
Using FTD 2/3
On
Helicopter
Total
On
Helicopter
Total
1A
5 hrs
1B
5 hrs
1C
8 hrs
10
10
2 or 3
1C
(MET)
(SET>=3180 kg)
5 hrs
(SE P & T)
(MET=<5700 kg)
10 hrs
12
12
5 hrs
(SE P & T)
(MET>5700 kg)
15 hrs
18
18
10 hrs
12
12
Any
Any
1A
(SEP)
(MET>5700 kg)
(MET=<5700 kg)
(SEP)
(SET<3180 kg)
(SET>=3180 kg)
(MET=<5700 kg)
(MET>5700 kg)
Skill Test*
Day - 0:45
Day - 0:45
and
Night - 0:45
* Skill Test. Skill test, as applicable, will be in addition to prescribed flying training.
Note: A skill test may be carried out in Level D Full Flight Simulator (FFS). In addition when a FFS or a
FTD are available take off & landing procedures following an engine failure should be performed in the
simulator.
13.5. Non-Similar Type Of Helicopters Within The Same Group. The minimum flight
instruction, excluding skill test (with or without use of simulators), for conversion onto
another type in the same group is as follows:
13.5.1. Using Only Helicopters. At least five hours of training including minimum
3:30 hours by day is to be undertaken.
13.5.2. Using FFS C/D. At least six hours of training including minimum two hours
on helicopter by day is to be undertaken.
13.5.3. Using FTD 2/3. At least six hours of training including minimum four hours
on helicopter is to be undertaken.
13.6.
IR Training/ Extension.
13.6.1. At least 1:00 hours of training which may be carried out using FFS level
C/D or FTD level 2/3 by pilots previously holding an IR. This will be followed by
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IRT of minimum 1:00 hour with a type rated instructor/ examiner following which
the instructor/ examiner will endorse successful completion of the training in the
pilots log book.
13.6.2. All pilots who have not held an IR previously are to undertake minimum
5:00 hours of IR training followed by an IRT of minimum 1:00 hour with a type
rated instructor/ examiner using FFS level C/D or FTD level 2/3.
13.7. Differential Training. When a pilot wants to convert to another variant of the same
type he shall undergo minimum of 1:00 of flying training on the new type or syllabus as
approved by the manufacturer, whichever is greater with an instructor/ examiner
following which the instructor/ examiner will endorse successful completion of the
training in the pilots log book.
13.8. For all helicopters above 3,180 kg the pilot shall have 3 months experience and
100 hours flying on type before undergoing training on any new type.
Note: Flight Synthetic Training Devices Helicopter FSTD (H) referred in this CAR shall be approved in
accordance with the JAR FSTD (H) standard or an equivalent standard acceptable to DGCA.
14.
TYPES OF HELICOPTERS
14.1. A table of all helicopters currently being operated in India giving their type is
appended for ready reference.
TYPES OF HELICOPTERS
1
Type
2
Helicopter
3
Group
4
Differential
Training
5
Licence
Endorsement
1. Agusta
SE Turbine
A 119 KOALA
A119
1B
A 109 A
A 109 All
A 109 C
A 109 K2
ME Turbine
(D)
A 109 E
A 109/ A 109 K/
A 109 E/
A 109 LUH/ A 109 S
A 109 LUH
A 109 S
AW 139
AW 139
2. Agusta-Bell
SE Turbine
Agusta Bell 206 A

Agusta Bell 206 B
1B
(D)
Bell 206/ 206L
Agusta Bell 206 L

4 B 17

SERIES 'H' PART I
1
Type
2
Helicopter
SECTION 8
28 JULY 2014
TH
3
Group
4
Differential
Training
(D)
5
Licence
Endorsement
Agusta Bell 212

ME Turbine
Agusta Bell 412

Agusta Bell 412
SP
Bell 212/ 412
3. Bell Helicopters
SE Piston
Bell 47 G-2
Bell 47 G-5
Bell 47
1A
Bell 206 A
Bell 206 B
Bell 206 B 2
Bell 206 B 3
Bell 206 L
1B
(D)
Bell 206 / 206L
Bell 206 L-1

SE Turbine
Bell 206 L-3

Bell 206 L-4
Bell 214 B
Bell 214 B 1
Bell 214
1C
Bell 407
1B
(D)
Bell 407/ 407 GX
(D)
Bell 212/ 412
Bell 407 GX
Bell 212
Bell 412
Bell 412 SP
Bell 412 HP
Bell 412 EP
Bell 214 ST
ME Turbine
Bell 222
Bell 222 A
Bell 222 B
Bell 222 UT
Bell 222 SP
Bell 214 ST
(D)
Bell 222/ 230/ 430
(D)
Bell 222/ 230/ 430
Bell 230
Bell 430
Bell 427
Bell 427
4 B 18

SERIES 'H' PART I
1
Type
2
Helicopter
SECTION 8
28 JULY 2014
TH
3
Group
4
Differential
Training
5
Licence
Endorsement
Bell 429
Bell 429
EH 101
EH 101
4. EH Industries
ME Turbine
5. Eurocopter
AS 350 B
AS 350 B 1
AS 350 B2
AS 350 D
AS 350 BA
AS 350 BB
SE Turbine
1B
(D)
AS 350 B3
EC 130 B 4
EC130B4
1B
EC 120
SE Turbine
AS 350/ 350 B3
EC120
SE 3160
SA 316 B
SA 316 C
1B
(D)
SA 316/ 319/ 315
(D)
AS332/ 332L2/ EC
225LP
(D)
AS 355/355N
(D)
EC135
SA 319 B
SA 315 B
AS 332 C
AS 332 C 1
AS 332 L
AS 332 L1
AS 332 L2
EC 225 LP
ME Turbine
AS 355 E
AS 355 F
AS 355 F1
AS 355 F2
AS 355 N
EC 135 T1 CDS
EC 135 P1 CDS
EC 135 T1 CPDS
EC 135 P1 CPDS
EC 135 T2 CPDS
EC 135 P2 CPDS
4 B 19

SERIES 'H' PART I
1
Type
2
Helicopter
SECTION 8
28 JULY 2014
TH
3
Group
MBB-BK 117 A-1

MBB-BK 117 A-3
MBB-BK 117 A-4
MBB-BK 117 B-1
MBB-BK 117 B-2
4
Differential
Training
5
Licence
Endorsement
(D)
BK117
(D)
BK117
(D)
SA 365 N/ AS 365 N
MBB-BK 117 C-1

MBB-BK 117 C-2
SA 365 N
SA 365 N 1
AS 365 N2
AS 365 N3
EC 155 B/B1
EC155
6. HAL
Chetak
SE Turbine
1B
(D)
SA 316/ 315
Cheetah
ME Turbine
DHRUV
DHRUV
SE Piston
269 A
269 B
269 C
300 C
300 CB
300 Cbi
1A
HU269
SE Turbine
330 SP
333
1B
SC330
7. Hughes/ Schweitzer
8. McDonnell Douglas
Hughes 369 D
Hughes 369 E
Hughes 369 HE
Hughes 369 HS
SE Turbine
MD 500 N
(NOTAR)
MD 520 N
1B
(D)
HU369/ MD500N/
600
(D)
MD900/ 902
MD 600
ME Turbine
MD 900
4 B 20

SERIES 'H' PART I
1
Type
2
Helicopter
SECTION 8
28 JULY 2014
TH
3
Group
4
Differential
Training
5
Licence
Endorsement
MD 902
9. Robinson
R 22
R 22A
R 22 B
SE Piston
1A
R 22/ 22A/ 22B
R 44
R 44 Raven
1A
(D)
R 44/ Raven/ Raven

II
R 44 Raven II
SE Turbine
R 66
R 66
1B
10.Sikorsky
S 76 A
S 76 A+
S 76 A++
S 76 B
ME Turbine
(D)
S 76 C
S 76/ 76B/ 76C/

76C+
S 76 C+
S 76 C++
S 92 A
S 92A
11. Ministry of Aviation Industry of Russia

MiL Mi-8
ME Turbine
MiL Mi 17
MiL Mi 172
(D)
Mi 8/ Mi 17/ Mi 171/
Mi172
Notes:
1.
If a dividing line exists in column 2, this indicates a variant,
2.
The symbol (D) between variants of types of helicopter used in Column 4 indicates that
Differential Training is required;
3.
Although the license endorsement (Column 5) contains all helicopters listed in Column 2, the
required familiarization or differential training has still to be completed
4.
The specific variant on which the skill test for the type rating has been completed will be recorded
accordingly.
4 B 21

SERIES 'H' PART I
SECTION 8
28 JULY 2014
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REQUIREMENTS OF FLYING MORE THAN ONE TYPE OF HELICOPTER.

15.
CONDITIONS FOR ALL HELICOPTERS.
15.1. A pilot may operate more than one helicopter type from one and/ or the other
group defined in Para 11 ibid, subject to the following conditions:
15.1.1. The procedure as described in the Operations Manual shall be strictly
adhered to and the pilot has a valid license for the type helicopter; and
15.1.2. the pilot has a minimum of 2,000 hours of flying experience of which not
less than 1,000 hours as PIC on helicopters; and
15.1.3. 300 hours as PIC either in single or multiengine helicopters as relevant;
and
15.1.4. 50 hours on each type of which 2 hour in the last 90 days including three
take-offs and landings on type; and
15.1.5. A proficiency check has been conducted as per Para 4.1 ibid; and
15.1.6. Meets the recurrent training requirements on type; and
15.1.7. Operations are conducted in the same environment i.e. offshore,
mountain, etc or if the environment is different the pilot has 300 hours previous
relevant experience.
16.
FOR HELICOPTERS ABOVE 3,180 KG.
16.1.
For helicopters above 3,180 kg the following additional requirements apply:

16.1.1. Not more than 2 helicopters types in commercial air transport within one
day; and
16.1.2. On the additional type he has not less than 50 hours flying before he can
fly on another type.
17.
FOR HELICOPTERS ABOVE 5,700 KG.
17.1. For helicopters above 5,700 kg only one helicopter type of that group during one
commercial air transport duty period; and a proficiency check is performed in
accordance with Para 4.1 on each type above 5,700 kg.
18.
RESTRICTION
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SECTION 8
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SERIES 'H' PART I
28 JULY 2014
18.1. In any case not more than 2 helicopter types shall be operated in air transport
within one commercial air transport duty period.
PILOT QUALIFICATIONS FOR SPECIAL ROLES
19.
HILL FLYING OPERATIONS.
19.1. Training/ Experience Requirements. Pilots engaged in regular / irregular

operations in the hilly area shall undergo training as given below:
19.1.1. Pilot having no previous experience of hill flying shall be imparted special
training specific to hill operations prior to operate from copilot seat for such
operations.
19.1.2. Pilots having hill flying experience but no experience in the area of
intended operations may fly from co-pilot seat for area familiarization.
19.1.3. Pilot shall be checked by an examiner before he is cleared to operate as
PIC.
19.2. The special ground training specific to hill operations to be conducted at DGCA
approved training school/ by DGCA approved Instructor/ Examiner is as follows: 19.2.1. Density altitude and performance consideration
19.2.2. Effects of decreased air density on engine and airframe
19.2.3. Type performance - Manufacturer's Flight Manual
19.2.4. Physiological Effects - lack of oxygen and external horizon
19.2.5. 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.
19.2.6. Transit flying-Pre-flight planning, blade stall, engine failure, wind
assessment en route,
19.2.7. Actions when caught in a down draught, ridge crossing and valley flying
19.2.8. Wind finding
19.2.9. Reconnaissance, approach, landing and take-off techniques
19.2.10. Meteorological peculiarities of the area of operations and its effect on
helicopter operations.
19.2.11. Winter operations
19.2.12. Helicopter Icing
19.3.
Flying Training Requirement For Operations In Hilly Areas.

4 B 23

SERIES 'H' PART I
SECTION 8
28 JULY 2014
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19.3.1. Inexperienced Pilots. Pilots with less than 1000 hours on helicopters need
to undergo the following training: 19.3.1.1. Initially 15 hours of dual flying with a Instructor/ Examiner during
which he shall be cleared to fly as a co-pilot in the hills.
19.3.1.2. Thereafter a minimum of 500 hours as a co-pilot during hill flying.
This flying is to be spread over a period of one year so that the pilot grasps
the intricacies of different weather conditions in the hills adequately.
19.3.1.3. An independent release check shall be conducted in accordance
with the format specified in Part 5 and shall be cleared to operate as copilot in hill flying after a satisfactory check with an instructor/ examiner, who
will make an entry in the pilot's log book to this effect.
19.3.2. Experienced Helicopter Pilots with No Experience in Hill Flying. Pilots with
more than 1000 hours on helicopters but no previous experience in hill flying
need to undergo the following training: 19.3.2.1. Initially 05 hours of dual flying with an Instructor/ Examiner during
which he shall be cleared to fly as a co-pilot in the hills.
19.3.2.2. Thereafter a minimum of 200 hours as a co-pilot during hill flying.
This flying is to be spread over a period of one year so that the pilot grasps
the intricacies of different weather conditions in the hills adequately.
with the format specified in Part 5 and shall be cleared to operate as PIC in
hill flying after a satisfactory check with an instructor/ examiner, who will
make an entry in the pilot's log book to this effect.
19.3.3. Pilots Experienced In Hill Flying But New To The Sector. Pilots
experienced in hill flying but not familiar with the sector need to undergo the
following training: 19.3.3.1. Area familiarization as required.
with the format specified in Part 5 and shall be cleared to operate as PIC in
hill flying after a satisfactory check with a check pilot/ instructor/ examiner.
19.4. Recurrent Training. A pilot engaged in regular and irregular hill operations shall
undergo periodical recurrent training once in a year with landings at minimum three
different helipads. The training may be combined with the Route Check of a pilot and
shall be carried out for the capacity in which he is regularly flying.
20.
OFFSHORE OPERATIONS
20.1.
Ground Training. A course conducted at DGCA approved training school/ by

4 B 24

SECTION 8
TH
SERIES 'H' PART I
28 JULY 2014
DGCA approved Instructor/ Examiner a covering at least the following: 20.1.1. Flight Manual/ technical manuals
20.1.2. Operations Manual including CRM
20.1.3. Aeronautical publications - AICs, CAOs, CAR, AIP, etc.
20.1.4. Local procedures and instructions
20.2. Co-Pilot Flying Training. Before being a co-pilot in offshore operations a pilot
shall meet the following pre requisite requirements:
20.2.1. The pilot should have undergone a Multi Crew Co-operation Course, a
type rating course and 20 hours instrument flying experience, simulated or
actual; and
20.2.2. Should undertake Offshore Conversion Training with an instructor as
defined in the operator's Operations Manual. Offshore Conversion Training shall
be an in depth training covering all aspects of take off and landing on all available
types of heli-decks and moving vessels present in the operation area.
20.2.3. Before being released for operation, a check flight shall be conducted by a
DGCA approved examiner. The check shall be recorded in the pilot log book and
training records.
20.2.4. Thereafter the pilot shall continue to fly as a co-pilot in offshore until he
reaches the level defined in the Para 21.2.5 in order to be eligible for a pilot-incommand training course at the operator's discretion, taking into account his
previous pilot experience.
20.2.5. Minimum Requirements for Offshore Command Training
Less Than 1000 H on
Helicopters and 100 H
on ME Helicopters
Between 1000 and 2500H More than 2500 H on

on Helicopters and 500 H Helicopters and 500 H
on ME Helicopters
on ME Helicopters
750 H CP multi offshore

200 H on type
500 H CP multi offshore,

100 H on type

100 H on type,
Instrument rating,
100H IMC
Instrument rating,
100H IMC
Instrument rating,
100H IMC
+ 1 Monsoon
+ 1 Monsoon
+ 1 Monsoon
If 100 H offshore
If 100 H offshore
If 100 H offshore
Instrument rating,
100H IMC
Instrument rating,
100H IMC
Instrument rating,
100H IMC
600 H CP multi offshore

4 B 25

SERIES 'H' PART I
100 H on Type
SECTION 8
28 JULY 2014
TH
100 H on Type
100 H on Type
20.2.6. In any case he shall not have less than 1000 H Helicopter total time before
he under takes the offshore command training.
20.2.7. IFR rating must be obtained prior to the final PIC release check with
DGCA approved examiner.
20.2.8. For pilots having a large previous experience in multi engine, multi pilot
and IFR the following criteria shall be applicable:
Helicopter =< 5,700 kg
CPL (H) and current IR.
Helicopter > 5,700 kg
ATPL (H) and current IR.
2000 H helicopter, 500 H multi of which 2000 H helicopter, 500 H multi of which
200 as PIC, 200 H IFR
200 as PIC, 200 H IFR
300 H Offshore of which 100 H on type 300 H Offshore of which 100 H on type
OR
1500 H Helicopter of which 500 H as
PIC, 300 H multi of which 200
H as PIC, 200 H I FR
OR
1500 H Helicopter of which 500 H as
PIC, 500H Multi of which 300 H as PIC,
200 H I FR
500 H Offshore of which 100 H on type 500 H offshore of which 100 H on Type
20.3.
Offshore Command Training

20.3.1. 100 hours on fixed decks, jack up rigs, tied down floaters, floaters and
productions platforms. Before being cleared as PIC in offshore operations, the
pilot under training must have carried out a minimum of 15 landings on fixed
platforms/jack up rigs, 5 on floaters with a DGCA approved instructor.
20.3.2. He shall perform at least one specific offshore simulator training,
essentially covering engine failure during take-off and landings on heli-decks. The
simulator shall be of level CID if a FFS or level 2/3 if a FTD. This training shall be
recorded in pilot training records.
20.3.3. He does undertake 20 offshore flights within the oil field on all types of
landing sites as "Pilot in Command under supervision" (PICUS) with a company
senior captain.
20.3.4. An independent flying test shall be conducted in accordance with the
format specified in Part 5 and shall be cleared to operate as PIC in offshore
operations after a satisfactory check with an examiner, who will make an entry in
4 B 26

SERIES 'H' PART I
the pilot's log book to this effect.
SECTION 8
28 JULY 2014
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20.3.5. Pilots engaged in regular night offshore operations shall carry out at least
5 take offs and landings on helidecks and one route-flying sortie by night, in the
preceding 6 months.
20.3.6. Proficiency check of a pilot shall be carried out for the capacity in which he
is regularly flying.
20.4. Recurrent Training. A pilot engaged in offshore operations shall undergo
periodical recurrent training once in a year with landings at minimum three different
helidecks. The training may be combined with the Route Check of a pilot and shall be
carried out for the capacity in which he is regularly flying.
21.
EXTERNAL LOAD OPERATIONS
21.1. Ground Training. A pilot shall undergo ground training covering the following
topics:
21.1.1. Aerodynamic considerations.
21.1.2. Knowledge of sling / swing equipment, its operation and limitations given
in the operation manual.
21.1.3. Preparation of load-sheet, rigging or its attachments.
21.1.4. Emergencies for the particular type of operations.
21.1.5. Operation peculiarities of different terrains, e.g. mountain, offshore, jungle,
desert, etc.
21.1.6. Fitting and use of the equipment;
21.1.7. Preparing the helicopter and load for ELO;
21.1.8. Normal and emergency procedures by day and, when required, by night;
21.1.9.
Crew co-ordination concept specific to ELO,
21.1.10. Practice of ELO procedures; and

21.1.11. The dangers of static electricity discharge.
21.2.
Flying Training
21.2.1. A Pilot shall have at least 500 hours PIC experience on type of helicopter.
However this may be relaxed to 100 hours PIC experience on type in case of a
pilot previously endorsed for external load operations.
21.2.2. Flying training shall be for specific type of operations.
4 B 27

SERIES 'H' PART I
SECTION 8
28 JULY 2014
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21.2.3. Flying training shall include the following exercises:

21.2.3.1. Briefing of Crew, Inspection of Load, sling equipment and
jettisoning system.
21.2.3.2. Hover, take-off and landing with external load.
21.2.3.3. Manoeuvring of helicopter in hover, transition and forward flight and
delivering of load at predetermined point.
21.2.3.4. 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.
21.2.4. Initial training.
21.2.4.1. Class A type load. A pilot without previous experience in external
load operations shall undergo a minimum of 1:30 hours consisting of
minimum 5 practices of flight instructions in external load operations. A pilot
having previous experience may be cleared for operations, after 0:30
minutes consisting of minimum two practices. An entry in this regard shall be
made in pilot's logbook by the examiner.
21.2.4.2. Class B & C type load. A pilot who has not conducted ELO with
Class B and C type of load earlier shall undergo dual flying instructions
under supervision by a DGCA approved examiner for minimum of 3 hours
consisting of minimum 10 practices of flight instructions in external load
operations. A pilot who has conducted external load operations earlier shall
undergo 1 hour or 5 practices of dual instructions. An entry in this regard
shall be made in pilot's logbook by the examiner.
21.2.5. Recurrent training
21.2.5.1. A pilot who has not conducted an external load operation in the last
12 months preceding the date of operations shall be checked by an
examiner before permitting him for independent operations.
21.2.5.2. A pilot who has not carried out external load operation in the last 24
months shall undergo one dual flight of 45 minutes consisting of minimum
three practices followed by Skill Test of 30 minutes.
21.2.6. Testing of Pilots for ELO. Performa for testing of pilots for proficiency in
ELO operations is given in Part 5. Proficiency checks should be undertaken with
special emphasis on:
21.2.6.1. Local area meteorology;
21.2.6.2. ELO flight planning;
4 B 28

SERIES 'H' PART I
21.2.6.3. ELO departures;
SECTION 8
28 JULY 2014
TH
21.2.6.4. A transition to and from the hover at the ELO site;

21.2.6.5. Normal and simulated emergency ELO procedures; and
21.2.6.6. Crew co-ordination.
21.3. ELO Crew Member: The ELO crew member shall be trained in the following
additional items:
21.3.1. Duties in the ELO role;
21.3.2. Preparing the helicopter and specialist equipment for ELO;
21.3.3. Normal and emergency procedures;
21.3.3.1. Crew co-ordination concepts specific to ELO;
21.3.3.2. Operation of inter-communications and radio equipment;
21.3.3.3. Knowledge of emergency equipment;
21.3.3.4. Effect of the movement of personnel on the centre of gravity and
mass during ELO;
21.3.3.5. Effect of the movement of personnel on performance during
normal and emergency flight conditions;
21.3.3.6. Techniques for guiding pilots over ELO sites;
21.3.3.7. Awareness of specific dangers relating to the operating
environment; and
21.3.3.8. The dangers of static electricity discharge.
22.
HELICOPTER HOIST OPERATIONS
22.1. Ground training. A pilot shall undergo ground training covering the following
topics:
22.1.1.
Aerodynamic considerations.
22.1.2. Knowledge of hoist equipment, its operation and limitations given in the
operation manual.
22.1.3.
Preparation of load-sheet, rigging or its attachments.
22.1.4.
Emergencies for the particular type of operations.
22.1.5.
Operation peculiarities of different terrains, e.g. mountain, offshore, jungle,

4 B 29

SERIES 'H' PART I
SECTION 8
28 JULY 2014
TH
desert, etc.
22.1.6.
Fitting and use of the hoist;
22.1.7.
Preparing the helicopter and hoist equipment for HHO;
22.1.8.
Normal and emergency hoist procedures by day;
22.1.9.
Crew co-ordination concept specific to HHO,
22.1.10. Practice of HHO procedures; and

22.1.11. The dangers of static electricity discharge.
22.1.12. Normal and simulated emergency HHO procedures; and
22.1.13. Crew co-ordination.
22.2.
Flying Training
pilot previously endorsed for hoist operations.
22.2.3. Flying training shall include the following exercises:
22.2.3.1. Briefing of Crew, Inspection of Load, sling equipment and
jettisoning system.
22.2.3.2. Hover, take-off and landing with external load.
22.2.3.3. Manoeuvring of helicopter in hover, transition and forward flight and
delivering of load at predetermined point.
22.2.3.4. 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.
22.2.4.1. A pilot who has not conducted hoisting shall undergo flight training
of minimum 3 hours consisting of at least 10 hoisting cycles with load.
22.2.4.2. A pilot who has conducted hoisting operations in the past may be
cleared after one sortie of minimum 1 hour consisting of 3 hoisting cycles
and if found fit, be released for independent operation.
4 B 30

SECTION 8
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SERIES 'H' PART I
28 JULY 2014
22.2.4.3. An entry in this regard shall be made in pilots logbook by the
examiner.
22.2.5.1. A pilot who has not conducted an external load operation in the last
12 months preceding the date of operations shall be checked by an
examiner before permitting him for independent operations.
22.2.5.2. A pilot who has not carried out external load operation in the last 24
months shall undergo one dual flight of of minimum 1 hour consisting of 3
hoisting cycles followed by Skill Test of 30 minutes.
22.2.6. Testing of Pilots for HHO. Performa for testing of pilots for proficiency in
HHO operations is given in Part 5, as appropriate to day operations. The checks
should include procedures likely to be used at HHO sites with special emphasis on:
22.2.6.1. Local area meteorology;
22.2.6.2. HHO flight planning;
22.2.6.3. HHO departures;
22.2.6.4. A transition to and from the hover at the HHO site;
22.2.6.5. Normal and simulated emergency ELO procedures; and
22.2.6.6. Crew co-ordination.
22.3. HHO Crew Member: The HHO crew member shall be trained in the following
additional items:
22.3.1. Duties in the HHO role;
22.3.2. Fitting and use of the hoist;
22.3.3. Operation of hoist equipment;
22.3.4. Preparing the helicopter and specialist equipment for HHO;
22.3.5. Normal and emergency procedures;
22.3.5.1. Crew co-ordination concepts specific to HHO;
22.3.5.2. Operation of inter-communications and radio equipment;
22.3.5.3. Knowledge of emergency hoist equipment;
22.3.5.4. Techniques for handling HHO passengers;
22.3.5.5. Effect of the movement of personnel on the centre of gravity and
4 B 31

SERIES 'H' PART I
SECTION 8
28 JULY 2014
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mass during HHO;

22.3.5.6. Effect of the movement of personnel on performance during normal
and emergency flight conditions;
22.3.5.7. Techniques for guiding pilots over HHO sites;
22.3.5.8. Awareness
environment; and
of
specific
dangers
relating
to
the
operating
22.3.5.9. The dangers of static electricity discharge.

23.
HELICOPTER EMERGENCY MEDICAL SERVICES
23.1.
Ground Training. The flight crew shall undergo the following ground training:
23.1.1. Meteorological training concentrating
interpretation of available weather information;
on
the
understanding
and
23.1.2. Preparing the helicopter and specialist medical equipment for subsequent
HEMS departure;
23.1.3. Local area meteorology;
23.1.4. HEMS flight planning;
23.1.5. Practice of HEMS departures;
23.1.6. The assessment from the air of the suitability of HEMS operating sites;
23.1.7. The medical effects air transport may have on the patient.
23.1.8. Crew Coordination
23.2.
Flying Training
pilot previously endorsed for HEMS operations.
23.2.3. Flying training shall include the following:
23.2.3.1. Crew briefing;
23.2.3.2. HEMS departures;
23.2.3.3. Low level flight in poor weather;
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SECTION 8
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SERIES 'H' PART I
28 JULY 2014
23.2.3.4. The selection from the air of HEMS operating sites; and
23.2.3.5. Landing and takeoff profiles likely to be used at HEMS operating
sites.
23.2.3.6. Familiarity with established HEMS operating sites in operator's
area of operation.
23.2.4.1. A pilot who has not undertaken HEMS or medevac operations must
fly three sorties of 1:00 duration each with a HEMS qualified instructor.
23.2.4.2. A pilot who has conducted medevac operations in the past needs to
fly one sortie of 1:00 duration with a HEMS qualified instructor.
23.2.4.3. An entry in this regard shall be made in pilots logbook by the
examiner.
23.2.5.1. A pilot who has not conducted HEMS operations in the last 12
months preceding the date of operations shall be checked by an examiner
before permitting him for independent operations.
23.2.5.2. A pilot who has not carried out HEMS operation in the last 24
months shall undergo one dual flight of 45 minutes followed by Skill Test of
45 minutes.
23.2.6. Testing of Pilots for HEMS. Performa for testing of pilots for proficiency in
HEMS operations is given in Part 5. The proficiency check of the crew should lay
special emphasis on the following:
23.2.6.1. HEMS departures;
23.2.6.2. Low level flight in poor weather;
23.2.6.3. The selection from the air of HEMS operating sites; and
23.2.6.4. Landing and takeoff profiles likely to be used at HEMS operating
sites.
23.2.6.5. Familiarity with established HEMS operating sites in operator's
area of operation.
23.3. HEMS Crew Member. The HEMS crew member shall be trained in following
additional items:
23.3.1. Duties in the HEMS role;
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23.3.2. Navigation (map reading, navigation aid principles and use);

23.3.3. Operation of radio equipment;
23.3.4. Use of onboard medical equipment;
23.3.5. Preparing the helicopter specialist medical equipment for subsequent
HEMS departure;
23.3.6. Instrument reading, warnings, use of normal and emergency check 1st in
assistance of the pilot as required;
23.3.7. Basic understanding of helicopter type in terms of location design of
normal and emergency systems and equipment;
23.3.8. Crew coordination;
23.3.9. Practice of response to HEMS call out;
23.3.10. Conducting refuelling and rotors running refuelling;
23.3.11. HEMS operating site selection and use;
23.3.12. Techniques for handling patients, the medical consequences of air
transport and some knowledge of hospital casualty reception;
23.3.13. Marshalling signals;
23.3.14. Underslung load operations as appropriate;
23.3.15. Winch operations as appropriate;
23.3.16. The dangers to self and others of rotor running helicopters including
loading of patients;
23.3.17. The use of the helicopter inter-communications system.
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SUBPART C CREW MEMBERS OTHER THAN FLIGHT CREW
FLIGHT OPERATIONS OFFICER/ FLIGHT DISPATCHER
1.
APPROVAL.
1.1.
A flight operations officer/ flight dispatcher, employed in conjunction with an
approved method of control and supervision of flight operations shall be approved in
accordance with the provisions of CAR Section 7, Series 'M Part II.
2.
QUALIFICATIONS
2.1.
A flight operations officer/ flight dispatcher shall not be assigned to duty unless
that person has:
2.1.1. satisfactorily completed an operator-specific training course that
addresses all the specific components of its approved method of control and
supervision of flight operations specified in 2.2.1.3;
2.1.2. made within the preceding 12 months, at least a one-way qualification
flight in a helicopter over any area for which that person is authorized to exercise
flight supervision. The flight shall include landings at as many heliports as
practicable;
Note. For the purpose of the qualification flight, the flight operations officer/ flight dispatcher must
be able to monitor the flight crew intercommunication system and radio communications, and be
able to observe the actions of the flight crew.
2.1.3. demonstrated to the operator a knowledge of:

2.1.4. the contents of the operations manual described;
2.1.5. the radio equipment in the helicopters used; and
2.1.6. the navigation equipment in the helicopters used;
2.1.7. demonstrated to the operator a knowledge of the following details
concerning operations for which the officer is responsible and areas in which that
individual is authorized to exercise flight supervision:
2.1.8. the seasonal meteorological conditions and the sources of meteorological
information;
2.1.9. the effects of meteorological conditions on radio reception in the
helicopters used;
2.1.10. the peculiarities and limitations of each navigation system which is used
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by the operation; and

2.1.11. the helicopter loading instructions;
2.1.12. satisfied the operator as to knowledge and skills related to human
performance as they apply to dispatch duties; and
2.1.13. demonstrated to the operator the ability to perform the duties specified in
2.6.
2.2.
A flight operations officer/ flight dispatcher assigned to duty should maintain
complete familiarization with all features of the operations which are pertinent to such
duties, including knowledge and skills related to human performance.
2.3.
Recent Experience. A flight operations officer/ flight dispatcher should not be
assigned to duty after 12 consecutive months of absence from such duty, unless the
provisions of 8.3 are met.
CABIN CREW
3.
APPLICABILITY
3.1.
Cabin Crew Member. A crew member, other than a Flight Crew Member, who
performs in the interests of safety of passengers, duties assigned by the operator or the
commander of the aircraft.
3.2.
He shall be identifiable by virtue of an operators cabin crew uniform to
passengers as a cabin crew member. Such persons shall comply with the requirements
of this Subpart and any other applicable requirements of CAR-OPS 3. Other personnel,
such as medical staff, security staff, child minders, escorts, technical staff, entertainers,
interpreters, who undertake tasks in the cabin, shall not wear a uniform which might
identify them to passengers as a cabin crew member unless they comply with the
requirements of this Subpart and any other applicable requirements of CAR-OPS.
3.3.
Applicability: An operator shall ensure that all cabin crew members, assigned by
the operator to duties in the passenger compartment of a helicopter comply with the
requirements of CAR Section 7 Series 'M', Part I and relevant to the cabin crew
members.
3.4.
Minimum Requirements. An operator shall ensure that each crew member:

3.4.1. Is at least 18 years of age;
3.4.2. Has passed an initial medical examination or assessment and is found
medically fit to discharge the duties specified in the Operations Manual; and
3.4.3. Remains medically fit to discharge the duties specified in the Operations
Manual.
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3.5.
An operator shall ensure that each crew member is competent to perform his
duties in accordance with procedures specified in the Operations Manual.
3.6.
Single Cabin Crew Operations. An operator shall ensure that each cabin crew
member who does not have previous comparable experience, must complete the
following before operating as a single cabin crew member:
3.6.1. Training in addition to that required by CAR Section 7 Series 'M', Part I
Cabin Crew Training shall include particular emphasis on the following to reflect
single cabin crew operations:
3.6.1.1. Responsibility to the commander for the conduct of cabin safety
and emergency procedure(s) specified in the Operations Manual,
3.6.1.2. Importance of co-ordination and communication with the flight crew,
management of unruly or disruptive passengers,
3.6.1.3. Review of operators requirements and legal requirements,
3.6.1.4. Documentation,
3.6.1.5. Accident and incident reporting,
3.6.1.6. Flight and duty time limitations.
3.6.1.7. Familiarisation flying of at least 20 hours and 15 sectors.
Familiarisation flights shall be conducted under the supervision of a
suitably experienced cabin crew member on the aeroplane type to be
operated.
3.6.2. An operator shall ensure, before a cabin crew member is assigned to
operate as a single cabin crew member, that this cabin crew member is
competent to perform his duties in accordance with the procedures specified in
the Operations Manual. Suitability for single cabin crew operations shall be
addressed in the criteria for cabin crew selection, recruitment, training and
assessment of competence.
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PART 5 : TEST PERFORMAE

SUBPART A
TEST PERFORMA - PILOT PROFICIENCY CHECK/ SKILL TEST BY DAY:
MULTI-ENGINE HELICOPTERS
(Instructors/ Examiners To Refer To Guidelines For Filling Up The Performa)
Company :
Date of check :
Name of Pilot :
Date of last check :
License No. :
Block time:
Name of Examiner:
Location :
License No.:
Type of Helicopter :
Pilot Proficiency
1. Ground Checks
1.1. Ground Training (as per syllabus)
1.2. Simulator and/ or Flying Training (as applicable)
1.3. Knowledge of Flight Manual, Performance & Limitations
1.4. Flight Planning and Mass & Balance Calculations
1.5. Emergency Procedures Knowledge
1.6. Knowledge of Air Traffic Procedures
2. Preflight
2.1. Pre-flight external and internal inspection
2.2. Use of checklist
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2.3. Engine starting procedures including failure to start

2.4. Cockpit check after starting
2.5. Navigation systems set-up
2.6. Taxi/ Hover Taxi
2.7. Departure briefing and RT procedures
3. Hover
3.1. Hover over spot.
3.2. Power Checks as applicable
3.3. Spot Turns and sideward/ backward taxi
3.4. Pick Ups and Touch Downs
4. Departure
4.1. Normal take-off Class 1 or Class 2 as applicable
4.2. Restricted Area Take off (Steep angle/ Max. power)
5. Climb
5.1. Best climb speed or best angle of climb
5.2. Power adjustment during climb
5.3. Instrument departure procedure
6. Traffic pattern
6.1. Joining traffic pattern
6.2. Maintaining circuit altitude and speed
7. Air work
7.1. Level flights with diff. speeds (hdg. alt.)
7.2. 360 turns (Rate 1 & 30 degrees bank)
7.3. Climbing and Descending Turns.
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8. Approach
8.1. Performance Class 1 or Class 2 approach as applicable.
8.2. Steep/ Max AUW/ Restricted Power
9. In Flight Emergencies
* At least three
9.1. Engine fire Call out actions only

9.1.1. On Ground & Evacuation Drill
9.1.2. In Air
9.2. Electrical fire Call out actions only
9.3. Engine failure
9.3.1. At Hover
9.3.2. Shortly Before reaching TDP/DPATO
9.3.3. Shortly After reaching TDP/DPATO
9.3.4. In cruise Failure
9.3.5. Go round/landing for failure before LDP/DPBL
9.3.6. Landing following failure after LDP/DPBL
* At least two
9.4. Hydraulic failure

9.5. Tail rotor failure (FFS or Discussion only)
9.6. Undercarriage malfunction (FFS or Discussion only)
9.7. Autopilot failure
9.8. Others as per Flight Manual
10. General flight ability
10.1.
Radio Communication Procedures
10.2.
Situational Awareness and Decision Making
10.3.
CRM Assessment including Crew Coordination
S = Satisfactory
Result Of Check
U = Unsatisfactory
Passed
N = Not Observed N/A = Not Applicable

Failed
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Remarks/ Comments
Certified I have more than 10 hrs as PIC on

Type in preceding 90 days.
Pilots Sign :
Examiners Sign :
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INSTRUCTIONS FOR INSTRUCTOR/ EXAMINER :

HELICOPTER PILOT PROFICIENCY CHECK/ SKILL TEST BY DAY
ON MULTI-ENGINE HELICOPTERS
GROUND CHECKS
1.
2.
Status of Initial/ Recurrent Ground Training

1.1.
Has the pilot attended all required ground training?
1.2.
Ground Training according to approved syllabi.
Flight/ Simulator Training

2.1.
According to approved syllabi for initial endorsement/ recurrent training.
2.2.
Check the pilot's knowledge of:

2.2.1. ATC procedures in controlled airspace
2.2.2. R/T Procedures
2.2.3. Use of navigation aids
3.
Knowledge of Flight Manual, Performance and Limitations

3.1.
The pilot must explain his knowledge of:

3.1.1. Layout of Flight Manual and leading particulars of helicopter and its
systems
3.1.2. Performance Classes 1, 2, 3 and associated category A and B take
off and landing profiles as per Flight Manual.
3.1.3. Performance limitations of type of helicopter being used.
4.
Flight Planning and Mass & Balance

4.1.
The pilot must be able to carry out and thoroughly explain flight planning
procedures.
4.2.
The pilot must explain how Mass & Balance calculations are performed in
compliance with C of G (center of gravity) limitations specified in the Flight
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Manual.
5.
Emergency Procedures
5.1.
The pilot shall have the knowledge of emergency procedures specified in
the Flight manual.
6.
Aerodrome circuit procedures

6.1.
The pilot's knowledge of the departure, arrival and circuit procedures at
the aerodrome being used.
6.2.
He must also have the knowledge of procedures applied in case of total
radio communication failures. This is very important in case of IR holders.
PRE-FLIGHT
7.
8.
Pre-flight external and internal Inspection

7.1.
Check of documentation and acceptance of helicopter
7.2.
Important items to look for during external check
Use of checklist
8.1.
Check the pilots use of the checklist in carrying out external and cockpit
checks before start.
9.
10.
Engine starting procedure

9.1.
Check that a fireguard is posted.
9.2.
Check that the pilot ensures a clear area before start-up.
9.3.
Ask the pilot for his reaction to a hot start.
Cockpit check after starting

10.1.
11.
Navigation system set-up

11.1.
12.
Check that the pilot ensures all checks performed and all doors closed.
Check pilot's ability to perform correct set-up of all navigation aids.
Taxi
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12.1.
Check the pilot is confirming a clear area before taxiing.
12.2.
If taxiing on wheels check that braking action is assured.
Departure Briefing
13.1. Check that normal departure briefing procedures for clear, limited,
restricted or elevated sites take off profiles.
13.2.
Check RT procedures correctly performed.
HOVER
14.
15.
Hover
14.1.
Check whether hover established at correct height.
14.2.
Whether power checks as applicable performed correctly.
Exercises at Hover
15.1. Check pilot's ability to maintain hover height and controllability of the
helicopter during all hover manoeuvres.
15.2. Check smoothness in executing manoeuvres at hover including spot turns
and backwards and sideward hover taxi.
15.3.
Check control of helicopter during pickup and touch down.
DEPARTURE
16.
Take Off
16.1. Normal Clear Area Take-Off. Perform a performance class 1 or 2 take
off applying appropriate profiles as given in Part 2, Subpart A.
16.2. Restricted Area Take-Off. Ensure that the steep angle or vertical take-off
clearing all obstacles is performed without over torqueing the gearbox.
17.
Climb speed
17.1. Check pilot's selection of speed to ensure a safe procedure in case of an
engine failure:
17.1.1. Class 1 a rejected take off before TDP and a landing after LDP.
17.1.2. Class 2 a forced landing before DPATO and after DPBL.
18.
Power Adjustment During Climb
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18.1. Check that power adjustment and checks after take-off are performed
correctly.
TRAFFIC PATTERN
19.
Joining traffic pattern

19.1.
20.
Ensure the traffic pattern is joined correctly.
Maintaining circuit altitude and speed

20.1.
Self explanatory.
GENERAL FLYING
21.
Check smoothness of executing various manoeuvres.

21.1.
Level flights with different speeds maintaining heading and altitude
21.2. 360 turns (gentle and steep). Checking the pilot's ability to change
power setting to maintain speed. Check 30 bank and Rate 1 turns on
instruments (1 min. for 180).
21.3.
Climbing and Descending Turns.
APPROACH
22.
Check the ability to perform both normal and steep approach.

22.1. Normal. Check that the approach is performed in accordance with
performance class 1 and 2, using the appropriate Flight Manual profile, to
perform a safe landing in case of an engine failure during the complete approach
in performance class 1 and a safe forced landing after DPBL in performance
class 2. Check selection of the profile appropriate to the site: clear, limited,
restricted or elevated.
22.2. Steep. Check that in performance class 1 and 2, the approach is
performed with a speed and a rate of descent ensuring avoidance of power
settling.
22.3. Max AUW. Check execution of the approach with AUW 85% or more for
the operating conditions. In case higher AUW cannot be simulated, restrict use of
power accordingly.
IN FLIGHT EMERGENCIES
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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.
23.
Engine fire
23.1. Check the pilot's ability to cope with the emergency without initial use of
the checklist, and make sure the checklist is used thereafter.
23.2.
24.
Check evacuation drill correctly followed when simulated on ground.
Electrical fire
24.1. Check the pilot's ability to cope with the fire (knowledge of location of
circuit breakers fire extinguisher getting rid of smoke etc.)
25.
Engine failure
25.1. Check actions in case of simulated engine failure at minimum two
conditions out of the following: 25.1.1. At Hover
25.1.4. During cruise
25.2. 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, in performance Class 1 at TDP and
LDP or in performance class 2 before DPTO and after DPBL, evaluate pilot's
reaction.
26.
Hydraulic failure
26.1. Shut off partial or total of a hydraulic system is only permitted in
helicopters approved for being controlled without the hydraulic system and
emergency procedure as defined in the HFM. The system must be restored
immediately in case of control problems.
27.
Tail rotor failure
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27.1.
Tail rotor failures should only be performed in a simulator.
27.2.
Alternately only discuss the actions to be taken in a given flight condition.
Undercarriage Malfunction
28.1. Evaluate the pilot's ability to observe the failure, control the helicopter and
demonstrate recovery at a suitable airfield/ heliport.
28.2. The simulation must be terminated at a safe height and no actual landing
is to be executed.
29.
Autopilot failure
29.1. Evaluate the pilot's ability to observe the failure, take corrective action and
perform flying without the autopilot.
GENERAL FLIGHT ABILITY

30.
Radio communication procedures

30.1. Check the pilot's ability to perform communication with ATC/ATS in a
proper way.
31.
32.
Situation awareness and Decision making

31.1.
Evaluate the pilot's ability to evaluate the situation and take decisions.
31.2.
Check the decisions for quality and timeliness.
CRM Assessment & Co-ordination

32.1. 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.
32.2. Check pilots ability to correctly obtain assistance from other crew
members as required.
RESULT OF CHECK
33.
If check is performed to examiners satisfaction the check is passed. If not the
reason for failure of items must be noted in the Remarks/ Comments column with action
required.
REMARKS/ COMMENTS
34.
The examiner may enter remarks in this column such as "Very well performed" or
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"passed but proposed more training".
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SUBPART B
TEST PROFORMA - PILOT PROFICIENCY CHECK/ SKILL TEST BY DAY:
SINGLE - ENGINE HELICOPTERS
(Instructors/ Examiners To Refer To Guidelines For Filling Up The Proforma)
Company :
Date of check :
Name of Pilot :
License No. :
Block time :
Name of Examiner:
Location :
License No.:
Pilot Proficiency
1. Ground Checks
2. Preflight
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3. Hover
3.3. Spot Turns and sideward/ backward taxi
3.4. Pick Ups and Touch Downs
4. Departure
4.1. Normal take-off (clear heliport)
4.3. Max AUW Take Off
4.4. Restricted Power Take Off
5. Climb
6. Traffic pattern
7. Air work
8. Approach
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8.1. Normal
8.2. Steep
8.3. Shallow
8.4. Max AUW/ Restricted Power
8.5. Quick stops from cruising speed to hover
* At least three

9.1.2. In Air
9.3. Engine failure
9.3.1. At Hover
9.3.2. During take off
9.3.3. In flight
9.3.4. On approach
9.6. Tail rotor control failure
9.7. Auto rotation and recovery - as applicable to type
9.8. Autopilot failure (if applicable)
9.9. Others as per Flight Manual
10.1.
10.2.
Situational
Awareness
emergencies) and Decision Making
10.3.
(including
during
S = Satisfactory
Result Of Check
U = Unsatisfactory
Passed

Failed
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Remarks/ Comments

Pilots Sign :
Examiners Sign :
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HELICOPTER PILOT PROFICIENCY CHECK/ SKILL TEST BY DAY
ON SINGLE-ENGINE HELICOPTERS
GROUND CHECKS
1. Status of Initial/ Recurrent Ground Training
1.1. Has the pilot attended all required ground training?
1.2. Ground Training according to approved syllabi.
2. Flight/ Simulator Training
2.1. According to approved syllabi for initial endorsement/ recurrent training.
2.2. Check the pilot's knowledge of:
3. Knowledge of Flight Manual, Performance and Limitations
3.1. The pilot must explain his knowledge of:
systems
3.1.2. Performance Classes 1, 2, 3 and associated category A and B take off
and landing profiles as per Flight Manual.
4. Flight Planning and Mass & Balance
4.1. The pilot must be able to carry out and thoroughly explain flight planning
procedures.
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4.2. 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.
5. Emergency Procedures
5.1. The pilot shall have the knowledge of emergency procedures specified in the
Flight manual.
6. Aerodrome circuit procedures
6.1. The pilot's knowledge of the departure, arrival and circuit procedures at the
aerodrome being used.
6.2. He must also have the knowledge of procedures applied in case of total radio
communication failures. This is very important in case of IR holders.
PRE-FLIGHT
7. Pre-flight External and Internal Inspection
7.1. Check of documentation and acceptance of helicopter
7.2. Important items to look for during external check
8. Use of checklist
8.1. Check the pilots use of the checklist in carrying out external and cockpit checks
before start.
9. Engine Starting Procedure
9.1. Check that a fireguard is posted.
9.2. Check that the pilot ensures a clear area before start-up.
9.3. Ask the pilot for his reaction to a hot start.
10. Cockpit Check After Starting
10.1.
11. Navigation system set-up

11.1.
12. Taxi
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12.1.
12.2.
13. Departure Briefing

13.1.
Check that normal departure briefing procedures for clear, limited,
restricted or elevated sites take off profiles and for an IFR departure( if applicable).
13.2.
HOVER
14. Hover
14.1.
14.2.
15. Exercises at Hover

15.1.
Check pilot's ability to maintain hover height and controllability of the
15.2.
Check smoothness in executing manoeuvres at hover including spot turns
and backwards and sideward hover taxi.
15.3.
DEPARTURE
16. Take Off
16.1.
Normal Clear Area Take-Off. Check that the take-off is performed using
the category B procedure as per Flight Manual, in order to meet performance class 3
standards and ensure that a safe forced landing is possible in case of an engine
failure.
16.2.
Restricted Area Take-Off. Ensure that the steep angle or vertical take-off
16.3.
Max AUW Take Off/ Restricted Power Take Off. Ensure that max AUW
take-off/ simulated restricted power take-off commensurate with operating conditions
is carried out.
17. Climb speed
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17.1.
Check pilot's selection of speed to perform a safe forced landing
procedure in case of an engine failure.
18. Power Adjustment During Climb
18.1.
Check that power adjustment and checks after take-off are performed
correctly.
TRAFFIC PATTERN
19. Joining traffic pattern
19.1.
20. Maintaining circuit altitude and speed

20.1.
Self explanatory.
GENERAL FLYING
21. Check smoothness of executing various manoeuvres.
21.1.
21.2.
360 turns (gentle and steep). Checking the pilot's ability to change
power setting to maintain speed. Check 30 bank and Rate 1 turns on instruments (1
min. for 180).
21.3.
APPROACH
22. Check the ability to perform both normal and steep approach.
22.1.
Normal. Check that the approach is performed in accordance with
performance class 3, using a category B HFM profile. 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 permitting to perform a safe
forced landing in case of an engine failure in performance class 3.
22.2.
Steep. Check that in performance class 3, the approach is performed with
a speed and a rate of descent ensuring avoidance of power settling.
22.3.
Max AUW/ Restricted Power. Check execution of the approach with
AUW 85% or more for the operating conditions. In case higher AUW cannot be
simulated, restrict use of power accordingly.
23. Quick stops from cruising speed to hover
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23.1.
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.
the flight.
24. Engine fire
24.1.
Check the pilot's ability to cope with the emergency without initial use of
24.2.
25. Electrical fire

25.1.
Check the pilot's ability to cope with the fire (knowledge of location of
26. Engine failure
26.1.
Check actions in case of simulated engine failure at least two conditions
out of the following: 26.1.1. At Hover
26.1.2. On take-off leg
26.1.3. In flight during cruise
26.1.4. On Approach
26.1.5. Check the pilot's reaction to and handling of an engine failure (reduction of
use of checklist decision on restarting the engine etc.).
27. Hydraulic failure
27.1.1. Shut off partial or total of a hydraulic system is only permitted in
28. Tail rotor failure
28.1.1. Tail rotor failures should only be performed in a simulator.
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28.1.2. Alternately only discuss the actions to be taken in a given flight condition.
29. Tail Rotor Control Failure

29.1.
Evaluate the pilot's ability to observe the failure, control the helicopter and
29.2.
The simulation must be terminated at a safe height and no actual landing
is to be executed.
30. Autorotation and recovery
30.1.1. All practice autorotation must be performed with a power recovery at a
safe altitude with not less than 70% of All Up Weight.
31. Autopilot failure
31.1.1. Evaluate the pilot's ability to observe the failure, take corrective action and
32. Radio communication procedures
32.1.1. Check the pilot's ability to perform communication with ATC/ATS in a
proper way.
33. Situation awareness and Decision making
33.1.1. Evaluate the pilot's ability to evaluate the situation and take decisions.
33.1.2. Check the decisions for quality and timeliness.
34. CRM Assessment & Co-ordination
34.1.1. Check the pilot's ability to co-ordinate with other involved personnel
34.1.2. Check pilots ability to correctly obtain assistance from other crew
RESULT OF CHECK
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35. If check is performed to examiners satisfaction the check is passed. If not the reason
for failure of items must be noted in the Remarks/ Comments column with action
required.
REMARKS/ COMMENTS
36. The examiner may enter remarks in this column such as "Very well performed" or
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SUBPART C
TEST PROFORMA - PILOT PROFICIENCY CHECK/ SKILL TEST BY NIGHT:
MULTI-ENGINE HELICOPTERS
Company :
Date of check :
Name of Pilot :
License No. :
Block time :
Name of Examiner:
Location :
License No.:
Pilot Proficiency
1. Ground Checks
1.1. Ground training (as per syllabus)
1.2. Simulator and/ or flying training (as applicable)
1.3. Knowledge of flight manual, performance & limitations
1.4. Flight planning and mass & balance calculations
1.5. Knowledge of emergency procedures by night
1.6. Knowledge of air traffic procedures
2. Preflight
2.2. Use of checklist & differences in procedures between day
and night
2.4. Knowledge & correct use of cockpit lights.
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2.6. Taxi/ hover taxi with correct use of light

3. Hover
3.2. Power checks as applicable
3.3. Pick ups and touch downs and use of landing light
4. Departure
4.2. Instrument take-off (for IFR helicopters)
5. Climb
6. Traffic pattern
7. Air work
7.3. Climbing and descending turns.
7.4. Preparation for instrument approach
7.5. Holding pattern
8. Approach
8.1. Instrument let down (ILS VOR NDB Loc GPS)
8.2. Normal approach with landing light
8.3. Missed Approach
* At least three

9.1.1. On ground & evacuation drill
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9.1.2. In air
9.2. Electrical fire call out actions only
9.3. Engine failure - In cruise
9.5. Tail rotor failure
9.7. Electrical Failure
9.8. Other night specific malfunctions as per Flight Manual
10.1.
10.2.
Situational
awareness
emergencies) and decision making
10.3.
(including
during
CRM assessment including crew coordination
S = Satisfactory
Result Of Check
U = Unsatisfactory
Passed
Failed
Remarks/ Comments

Pilots Sign :
Examiners Sign :
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HELICOPTER PILOT PROFICIENCY CHECK/ SKILL TEST BY NIGHT
ON MULTI-ENGINE HELICOPTERS
GROUND CHECKS
systems
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procedures.
Flight manual.
5.2. Check pilots knowledge of impact of electrical failure on various aircraft systems
and instruments.
PRE-FLIGHT
8. Use of checklist
before start.
10. Knowledge and Use of Cockpit Lights
10.1.
Check that the pilot is aware of all the cockpit lights including emergency
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lights, location of switches etc.

10.2.
Check that the cockpit lights are switched on as required and as per
procedure.
10.3.
Check pilots use of landing/ external lights for indications to ground crew
during start up and taxi.
11.1.
12. Taxi
12.1.
12.2.
12.3.
Check that the taxi light is correctly focused during taxi/ hover taxi.

13.1.
13.2.
HOVER
14. Hover
14.1.
14.2.
Correct focusing and use of landing light.
14.3.

15.1.
15.2.
Check control of helicopter during pickup and touch down and correct
focusing and use of landing light.
DEPARTURE
16. Take Off
16.1.
Check that the take-off is performed using the category A/ B procedure as

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per Flight Manual, in order to meet performance class 1 or 2 standards and ensure
that a safe forced landing is possible in case of an engine failure.
17. Climb speed
17.1.
Check pilot's selection of speed to ensure a safe procedure in case of an
engine failure:
17.1.1. Class 1 a rejected take off before TDP and a landing after LDP
17.1.2. Class 2 a forced landing before DPATO and after DPBL
18.1.
correctly.
19. Instrument Departure Procedures for IFR Helicopters
19.1.
Check that correct procedure is followed in case of instrument departure
TRAFFIC PATTERN
20.1.

21.1.
Self explanatory.
22. GENERAL FLYING

23.1.
23.2.
min. for 180).
23.3.
24. Preparation for instrument approach. Approach briefing navigation aids set-up
Checklist
25. Holding pattern. Joining the pattern. Adjusting to estimated approach time.
APPROACH
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26. Instrument Letdown. Check the execution of the instrument let down for:
26.1.
Procedure as per laid down chart
26.2.
Accuracy of Flying
26.3.
RT Procedures
26.4.
Actions after break-off/ commencement of approach.
27. Normal Approach.

27.1.
Check that the approach is performed in accordance with performance
class 1 and 2, using a category A/ B Flight Manual profile, to perform a safe landing
in case of an engine failure during the complete approach in performance class 1
and a safe forced landing after DPBL in performance class 2. Check selection of the
profile appropriate to the site: clear, limited, restricted or elevated.
27.2.
Check the correct focusing and use of landing light.
28. Missed Approach.

28.1.
Check for knowledge and execution of missed approach procedure.
the flight.
29. Engine fire
29.1.
29.2.
30. Electrical fire

30.1.
31. Engine failure
31.1.
Check actions in case of simulated engine failure during cruise.
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31.2.
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, in performance Class 1 at TDP and LDP or in
performance class 2 before DPTO and after DPBL, evaluate pilot's reaction.
31.3.
Check for the use of landing light in while handling the emergency.

32.1.
Shut off partial or total of a hydraulic system is only permitted in
33.1.
33.2.

34.1.
Evaluate the pilot's ability to observe the failure, take corrective action and
35. Electrical Failure
35.1.
Check pilots reactions in controlling helicopter following a sudden onset of
electrical failure.
35.2.
Thereafter the procedure followed for recovery of helicopter.

36.1.
Check the pilot's ability to perform communication with ATC/ATS in a
proper way.
37.1.
37.2.
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38.1.
Check the pilot's ability to co-ordinate with other involved personnel
38.2.
Check pilots ability to correctly obtain assistance from other crew
RESULT OF CHECK
required.
REMARKS/ COMMENTS
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SUBPART D
PILOT PROFICIENCY CHECK/ SKILL TEST BY NIGHT:

SINGLE - ENGINE HELICOPTERS
Company :
Date of check :
Name of Pilot :
License No. :
Block time:
Name of Examiner:
Location :
License No.:
Pilot Proficiency
1. Ground Checks
2. Preflight
2.2. Use of checklist & differences in procedures between day
and night
2.5. Knowledge & correct use of cockpit lights.
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3. Hover
3.3. Pick Ups and Touch Downs with landing light
4. Departure
5. Climb
6. Traffic pattern
7. Air work
8. Approach
8.1. Normal approach and use of landing light
* At least three

9.1.2. In Air
9.3. Engine failure
9.3.1. In flight
9.3.2. On approach
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9.7. Autopilot failure (if applicable)
9.8. Electrical Failure
9.9. Other night specific malfunctions as per Flight Manual
10.1.
10.2.
Situational
Awareness
10.3.
(including
during
S = Satisfactory
Result Of Check
U = Unsatisfactory
Passed
Failed
Remarks/ Comments

Pilots Sign :
Examiners Sign :
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HELICOPTER PILOT PROFICIENCY CHECK/ SKILL TEST BY NIGHT
ON SINGLE-ENGINE HELICOPTERS
GROUND CHECKS
systems
procedures.
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Flight manual especially those specifically applicable to night flying.
5.2. Check pilots knowledge of impact of electrical failure on various aircraft systems
and instruments.
PRE-FLIGHT
8. Use of checklist
before start.
10. Cockpit Checks After Starting
10.1.
11. Knowledge and Use of Cockpit Lights

11.1.
Check that the pilot is aware of all the cockpit lights including emergency
lights, location of switches etc.
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11.2.
Check that the cockpit lights are switched on as required and as per
procedure.
11.3.
Check pilots use of landing/ external lights for indications to ground crew
during start up and taxi.
12.1.
13. Taxi
13.1.
13.2.
13.3.
Check that the taxi light is correctly focused during taxi/ hover taxi.

14.1.
14.2.
HOVER
15. Hover
15.1.
Check whether hover established at correct height and correct focusing of
landing light.
15.2.

16.1.
40.1.
Check control of helicopter during pickup and touch down with correct
focusing and use of landing light.
DEPARTURE
17. Normal Take Off
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17.1.
Check that the take-off is performed using the category B procedure as
per Flight Manual, in order to meet performance class 3 standards and ensure that a
safe forced landing is possible in case of an engine failure.
18. Climb speed
18.1.
Check pilot's selection of speed to perform a safe forced landing
procedure in case of an engine failure.
19.1.
correctly.
TRAFFIC PATTERN
20.1.

21.1.
Self explanatory.
GENERAL FLYING
22.1.
22.2.
min. for 180).
22.3.
APPROACH
23. Normal.
23.1.
Check that the approach is performed in accordance with performance
class 3, using a category B HFM profile. 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 permitting to perform a safe forced landing in case
of an engine failure in performance class 3.
23.2.
Check the correct focusing and use of landing light.
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the flight.
24. Engine fire
24.1.
24.2.
25. Electrical fire

25.1.
26. Engine failure
26.1.
Check actions in case of simulated engine failure: -
26.1.1. In flight during cruise

26.1.2. On Approach
26.2.
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.).
26.3.
Check for the use of landing light in while handling the emergency.

27.1.
Shut off partial or total of a hydraulic system is only permitted in
28.1.
28.2.
29. Autorotation and recovery

29.1.
All practice autorotation must be performed with a power recovery at a
safe altitude.
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30.1.
Evaluate the pilot's ability to observe the failure, take corrective action and
31. Electrical Failure
31.1.
Check pilots reactions in controlling helicopter following a sudden onset of
electrical failure.
31.2.
Thereafter the procedure followed for recovery of helicopter.

32.1.1. Check the pilot's ability to perform communication with ATC/ATS in a
proper way.
33.1.1. Evaluate the pilot's ability to evaluate the situation and take decisions.
33.1.2. Check the decisions for quality and timeliness.
34.1.1. Check the pilot's ability to co-ordinate with other involved personnel
34.1.2. Check pilots ability to correctly obtain assistance from other crew
RESULT OF CHECK
required.
REMARKS/ COMMENTS
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SUBPART E
TEST PROFORMA INSTRUMENT RATING TEST
Company :
Date of check :
Name of Pilot :
License No. :
Block time (D/N) :
Name of Examiner:
Location :
License No.:
Pilot Proficiency
1. Ground Checks
1.3. Knowledge of Instrument Flying Procedures
2. Preflight
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3. Hover
4. Departure
4.1. Instrument take-off (for IFR helicopters)
5. Climb
6. Air work
6.2. Coordinated "S" turns
6.5. Recovery from unusual attitudes
6.6. Preparation for Instrument approach
6.7. Holding pattern
7. Approach
7.1. Instrument Let down (ILS VOR NDB Loc GPS)
7.2. Category A/ B approach as applicable
7.3. Missed approach procedure
* At least two
8.1. Engine fire

8.2. Electrical fire
8.3. Engine failure
8.6. Tail rotor control failure
8.8. Autopilot failure if applicable
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9.1. Radio Communication Procedures
9.2. Situational Awareness (including during emergencies) and
Decision Making
9.3. CRM Assessment including Crew Coordination
S = Satisfactory
Result Of Check
U = Unsatisfactory
Passed
Failed
Remarks/ Comments

Pilots Sign :
Examiners Sign :
5E 3

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INSTRUCTIONS FOR INSTRUCTOR/ EXAMINER:

HELICOPTER PILOT INSTRUMENT RATING TEST
GROUND CHECKS
1.
2.

1.1.
1.2.

2.1.
2.2.

3.
4.
Knowledge of Instrument Flying

3.1.
Requirements of helicopter equipment for IFR flying.
3.2.
Use and contents of the Jeppesen Route Manual and charts,
3.3.
Aerodrome Runway, SIDs & STARs in use

4.1.

systems
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5.

5.1.
procedures.
5.2.
Manual.
6.
6.1.
the Flight manual.
7.

7.1.
7.2.
PRE-FLIGHT
8.
9.

8.1.
8.2.
Use of checklist
9.1.
10.
11.

10.1.
10.2.
10.3.
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11.1.
12.
14.

12.1.
13.
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28 JULY 2014
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Taxi
13.1.
13.2.
Departure Briefing
restricted or elevated sites take off profiles and for an IFR departure (if
applicable).
14.2.
HOVER
15.
16.
Hover
15.1.
15.2.
Exercises at Hover
16.1. Check pilot's ability to maintain hover height and controllability of the
16.2.
DEPARTURE
17.
Instrument Departure Procedures

17.1.
18.
Check that correct procedure is followed for the instrument departure

correctly.
GENERAL FLYING
19.

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19.2. Coordinated "S" turns. A maneuver where the pilot can demonstrate his
ability to fly the helicopter in a controlled way.
19.4.
20.
Recovery From Unusual Altitude. The pilot under check should be able to
recover the helicopter from unusual altitudes.
21.
Preparation for instrument approach. Approach briefing navigation aids setup Checklist
22.
Holding pattern. Joining the pattern. Adjusting to estimated approach time.
APPROACH
23.
Instrument Letdown. Check the execution of the instrument let down for:
23.1.
Procedure as per laid down chart
23.2.
Accuracy of Flying
23.3.
RT Procedures
23.4.
Actions after break-off/ commencement of approach.
24.
Execution of Approach. Check that the approach is performed in accordance
with performance class 1 and 2, using a category A/ B Flight Manual profile, to perform
a safe landing in case of an engine failure during the complete approach in performance
class 1 and a safe forced landing after DPBL in performance class 2. Check selection of
the profile appropriate to the site: clear, limited, restricted or elevated.
25.
Missed Approach. Check for knowledge and execution of missed approach.
the flight.
26.
Engine fire
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26.2.
27.
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Electrical fire
28.
Engine failure
reaction.
29.
Hydraulic failure
30.
31.
Tail rotor failure

30.1.
30.2.
Tail rotor control failure
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31.1. For Fenestron equipped helicopter types 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.
31.2. For helicopters with a conventional tail rotor only the control failure can be
practised if the procedure is defined in the HFM.
32.
Autorotation and recovery

32.1. All practice autorotation must be performed with a power recovery at a
safe altitude with not less than 70% of All Up Weight.
33.
Autopilot failure

34.

proper way.
35.
36.

35.1.
35.2.

RESULT OF CHECK
37.
required.
REMARKS/ COMMENTS
38.
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SUBPART F
TEST PROFORMA - SPECIAL VFR OPERATIONS (HELICOPTERS)
(Instructors/ Examiners To Refer To Guidelines For Filling Up The Performa)
Company :
Date of check :
Name of Pilot :
License No. :
Block time :
Name of Examiner:
Location :
License No.:
Pilot Proficiency
1. Ground Checks
1.3. Knowledge of Special VFR Procedures
2. Preflight
2.1. Navigation/ Flight Planning
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3. Hover
4. Departure
4.1. Take Off
4.2. Maintaining visual contact with the surface
5. Climb
5.1. Simulated Instrument departure procedure
6. Air work
6.1. Recovery from unusual attitudes
7. Approach
7.1. Approach Briefing for simulated Instrument approach
7.2. Type of Approach: 7.2.1. DME Arc
7.2.2. From overhead
7.2.3. From any other fix
7.3. Final Approach
7.4. Missed approach procedure
Decision Making
S = Satisfactory
Result Of Check
U = Unsatisfactory
Passed

Failed
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Remarks/ Comments

Pilots Sign :
Examiners Sign :
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INSTRUCTIONS FOR EXAMINER :

FLIGHT TEST FOR SPECIAL VFR OPERATIONS (HELICOPTERS)
GROUND CHECKS
1.
2.

1.1.
1.2.

2.1.
2.2.

3.
Knowledge of Special VFR Procedures

3.1.
Requirements of helicopter equipment for IFR flying.
3.2.
Use and contents of the Jeppesen Route Manual and charts.
3.3.
Aerodrome Runway, SIDs & STARs in use.
3.4.
VFR & Special VFR weather minima:
knowledge of these minima.
The pilot must have complete
3.5.
Requirement for helicopter equipment. The pilot must know which
equipment must be installed in the helicopter when operated within controlled
airspace.
3.6.
Aerodrome Runway, SIDs & STARs in use: Check the pilots knowledge
and the influence it may have on Special VFR operations.
3.7.
Procedure to be followed in case of denial for Special VFR in control zone.
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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.
4.

4.1.

systems
5.

5.1.
procedures.
5.2.
Manual.
6.
6.1.
the Flight manual.
7.

7.1.
7.2.
radio communication failures.
PRE-FLIGHT
8.
Navigation and flight planning

8.1.
Pilots performance of all necessary navigation and flight planning
especially for an IFR flight.
9.
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9.1.
9.2.
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Use of checklist
10.1. Check the pilots use of the checklist in carrying out external and cockpit
11.
12.

11.1.
11.2.
11.3.

12.1.
13.

13.1.
14.
15.
Taxi
14.1.
14.2.
Departure Briefing
15.1.
Check departure briefing procedures for a simulated IFR departure.
15.2.
HOVER
16.
Hover
16.1.
16.2.
DEPARTURE
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Take Off
17.1. Check that the take-off is performed as per the performance Class of the
helicopter).
18.

correctly.
GENERAL FLYING
19.

19.1.
19.2. Coordinated "S" turns. A maneuver where the pilot can demonstrate his
ability to fly the helicopter in a controlled way.
19.4.
19.5. Holding pattern. Joining the pattern. Adjusting to estimated approach

time.
19.6. Preparation for instrument approach. Approach briefing navigation
aids set-up Checklist
APPROACH
20.
Arrival Route: Ensure the assigned or approved arrival route is followed.
21.
Holding: If the helicopter is asked to enter a holding outside the control zone,
check that correct procedure is followed.
22.
Altitude and speed: Check that correct altitude and speed is maintained
throughout all manoeuvres.
23.
Final Approach: Ensure all pre-landing checks have been performed before final
approach is established.
24.
Maintaining visual contact with the surface and clear of clouds: Stress the
importance of this issue.
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25.
Simulated Instrument approach and landing: The trainee pilot shall carry out
at least one simulated precision instrument approach (for IFR helicopters) or nonprecision instrument approach (for non-IFR helicopters) followed by landing.
26.

26.1. Check the pilot's ability to perform communication with ATC/ ATS in a
proper way.
27.
28.

27.1.
27.2.

RESULT OF CHECK
29.
required.
REMARKS/ COMMENTS
30.
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SUBPART G
TEST PROFORMA - HILL/ MOUNTAIN FLYING/ ROUTE CHECK
Company :
Date of check :
Name of Pilot :
License No. :
Block time :
Name of Examiner:
Location :
License No.:
Pilot Proficiency
1. Ground Checks
1.5. Impact and calculation of Density Altitude
1.7. Knowledge of SOPs/ Air Traffic Procedures
2. Flight Preparation
2.1. Weather situation
2.2. Weather charts
2.3. Forecasts
2.4. Winds and temperatures
2.5. Freezing level/ altitude
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3. Flight planning
3.1. Fuel calculation
3.2. Performance calculation
3.3. Payload calculation
4. Preflight
5. Hover
6. Departure
7. En-route
7.1. Navigation use of navigation systems
7.2. Altitude selection
7.3. Fuel management
7.4. Position reporting
8. Approach
8.1. Reconnaissance
8.2. Wind direction and velocity
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8.3. Approach briefing

8.4. Approach (normal shallow steep)
8.5. Landing
* At least three

9.1.2. In Air
9.3. Engine failure
9.3.1. At Hover
9.6. Undercarriage malfunction
9.8. Any other emergencies as per Flight Manual
10.1.
10.2.
Situational
Awareness
10.3.
(including
during
S = Satisfactory
Result Of Check
U = Unsatisfactory
Passed
N = Not Observed
N/A = Not Applicable
Failed
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Remarks/ Comments

Pilots Sign :
Examiners Sign :
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HILL/ MOUNTAIN FLYING ROUTE-CHECK
GROUND CHECKS
1.
Status of initial or recurrent ground training

1.1.
Has the pilot attended all required recurrent training?
1.2.
1.3.
Flight/ Simulator Training according to approved syllabi
1.4.
Check the pilots knowledge of:

2.
Performance and limitations

2.1.
The pilot must explain his knowledge and selection of:

2.1.1. Performance Classes 1, 2 and 3 and link with category A and B
take off and landing profiles.
3.
Mass & Balance

3.1.
Manual.
4.
Density Altitude
4.1.
The pilot must be aware of the impact that density altitude has on aircraft
performance primarily reserve of power and control response.
4.2.
The pilot must be able to carry out calculations of density altitude given
the prevailing ambient temperature and pressure. He must also be aware how to
obtain temperature and pressure from aircraft instruments if applicable.
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4.3.
He must be able to carry out DA and payload calculations using Flight
Manual/ instruments available in the helicopter.
5.
Emergency procedures
5.1.
The pilots knowledge of emergency procedures specified in the Flight
manual.
6.
Air Traffic Procedures/ SOP Knowledge

6.1.
Pilot should be aware of local area SOPs relevant to the area/ valley of
operations including heights to be maintained/ mandatory RT calls etc.
6.2.
He should be aware of all helipads/ landing sites available in the valley as
also the assistance available in case required.
FLIGHT PREPARATION
7.
Weather situation
7.1.
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.
8.
Weather charts
8.1.
The pilot must have operational knowledge of reading weather charts and
the likely impact of weather on the planned flight.
9.
Forecasts
9.1.
The pilot must be aware of applying the forecast in flight preparation i.e.
he must know if he has to cater for any contingencies/ circumstances based on
the forecast.
10.
Winds and temperatures

10.1.
11.
The pilot must know the impact of these forecasts on flight planning.
Freezing level/ altitude

11.1.
The pilot must know the impact of these forecasts on flight planning.
FLIGHT PREPARATION.
12.
Flight planning
12.1.
Pilots ability to perform all necessary flight planning including fuel
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calculation, performance calculation and payload calculation.

12.2. He must be able to correctly use the appropriate graphs/ tables from the
Flight Manual for the calculations.
13.
Pre-flight inspection
13.1. Check of documentation and acceptance of helicopter. Important items to
look for during external check
14.
Use of checklist
14.1.
15.
16.

15.1.
15.2.
15.3.

16.1.
17.
A normal departure briefing for procedures to be used.

18.1.
19.
Departure briefing
17.1.
18.
The pilot must explain how the checklist is used.
Taxi
19.1.
19.2. If taxiing on wheels check that braking action is assured. If hover

taxiing check hover taxi height.
DEPARTURE
20.
Take Off
20.2.
Restricted Area Take-Off. Ensure that the steep angle or vertical take-off
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EN-ROUTE
21.
Navigation use of navigation systems

21.1. Check the pilots ability to use navigation systems to stay on track and
planning of descent for approach.
22.
Altitude selection
22.1.
23.
Is the best altitude selected taking into consideration weather and w/v?
Fuel management
23.1. Are fuel checks performed at appropriate intervals and is assurance of fuel
requirements performed?
23.2.
Is position reporting performed as required
APPROACH & LANDING

24.
Reconnaissance
24.1. Check pilots ability to confirm fitness of helipad/ landing site for safety of
operations.
24.2. Check pilots ability to observe wind direction and speed and that his
approach briefing includes observations accordingly.
24.3. Check his ability to carry out power calculations and ensure safe reserve
of power before planning the approach.
25.
Approach type (normal shallow steep)

25.1. Check the pilots ability to select and execute best approach type for the
landing site.
the flight.
26.
All emergencies must be practised to highlight the impact of the varying terrain
conditions while handling the emergency i.e. situational awareness aspects must be
highlighted.
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27.
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Engine fire
27.2.
28.
Electrical fire
29.
Engine failure
reaction.
30.
Hydraulic failure
31.
Tail rotor failure

31.1.
31.2.
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28 JULY 2014
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is to be executed.
33.
Autopilot failure

34.

34.1. Check the pilots ability to perform communication with ATCIATS in proper
way.
35.
Co-ordination
35.1. Check the pilots ability to co-ordinate with other involved personnel
throughout the flight.
35.2. Especially co-ordination between pilots when a two pilot operation is being
evaluated. CRM & Situation Awareness
35.3. Evaluate the pilots ability to evaluate the situation and take necessary
actions.
RESULT OF CHECK
36.
reason for failure of items must be noted in the Remarks/Comments column with action
required.
REMARKS/ COMMENTS
37.
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SUBPART H
TEST PROFORMA - OFFSHORE FLYING/ ROUTE CHECK
Company :
Date of check :
Name of Pilot :
License No. :
Block time :
Name of Examiner:
Location :
License No.:
Pilot Proficiency
1. Ground Checks
2. Preflight
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3. Hover
4. Departure
4.3. Cat A take off
5. En-route
6. Approach
6.1. Pre landing checks
6.2. Approach selection FP and NFP
6.3. Deck clearance
6.4. Cat A Final Approach
6.5. Landing
7. Turnaround
* At least three
7.1. Passenger handling

7.2. Baggage and freight handling
7.3. Refueling procedure
7.5. Coordination with HLO
* At least three

8.1.2. In Air
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8.3. Engine failure

8.3.1. At Hover
8.6. Undercarriage malfunction
8.8. Any other emergencies as per Flight Manual
Decision Making
S = Satisfactory
U = Unsatisfactory
Result Of Check
N = Not Observed
Passed
Failed
Remarks/ Comments

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Examiners Sign :
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INSTRUCTIONS FOR INSTRUCTOR/EXAMINER

OFFSHORE FLYING - ROUTE-CHECK
GROUND CHECKS
1.
2.

1.1.
1.2.

2.1.
2.2.

3.

3.1.

systems
4.

4.1.
procedures.
4.2.
Manual.
5.
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5.1.
the Flight manual.
6.

6.1.
6.2.
PRE-FLIGHT
7.

7.1.
Pilots performance of all necessary navigation and flight planning
especially for an IFR flight.
8.
9.

8.1.
8.2.
Use of checklist
9.1.
10.
11.

10.1.
10.2.
10.3.

11.1.
12.

12.1.
13.
Taxi
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28 JULY 2014
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13.1.
13.2.
Departure Briefing
applicable).
14.2.
HOVER
15.
Hover
15.1.
15.2.
DEPARTURE
16.
Take Off
16.1. Check that the take-off is performed as per the performance Class of the
helicopter).
17.

correctly.
DEPARTURE
18.
Pre take-off checks

18.1. Ensure checklist has been completed and clear signal from HLO has been
received.
19.
Take Off
19.1. Ensure that correct take-off procedure is used including positioning over
helideck, power application, Rotating Point call-out, rotation, DP for continued
flight in case of engine failure and after take-off checklist.
off applying appropriate profiles as per Flight Manual, in order to meet
performance class 1 or 2 standards and ensure that a safe forced landing is
possible in case of an engine failure.
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EN-ROUTE
20.

21.
Altitude selection
21.1.
22.
Fuel management
22.1. Are fuel checks performed at appropriate intervals and is assurance of fuel
requirements performed?
22.2.
Is position reporting performed as required.
APPROACH & LANDING

23.
Pre landing checks

23.1.
24.
Ensure crew completes checklist
Approach selection
24.1. Ensure selected approach is correct and that the approach landing is
performed by the pilot who has the best view of the helideck.
25.
Deck clearance
25.1.
26.
Ensure a deck clearance from the HLO is received.
Final approach
26.1.
Ensure that the crew conforms to the correct procedures.
26.2.
Approach is to the correct helideck
26.3. Check that the approach is performed in accordance with performance

class 1 and 2, using the appropriate Flight Manual profile, to perform a safe
landing in case of an engine failure during the complete approach in performance
class 1 and a safe forced landing after DPBL in performance class 2.
26.4.
FP calls out Committed point
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Approach to correct position for hover
Landing
27.1.
Check that landing is performed at correct position on the helideck.
TURNAROUND
28.
Passenger handling
28.1. Check that correct procedure is used for allowing the HLO to approach the
helicopter.
29.
28.2.
Check that passengers are guided to and from the helicopter safely.
28.3.
Check that a seat belt fastened check of all passengers is performed.
Baggage and freight handling.

29.1. Ensure that all baggage and freight handling is performed in a safe way
without anybody getting close b the tail rotor area. If freight is placed in the cabin,
make sure it is strapped and secured.
30.
Refueling procedure
30.1. 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.
the flight.
31.
All emergencies must be practised to highlight the impact of the varying terrain
conditions while handling the emergency i.e. situational awareness aspects must be
highlighted.
32.
Engine fire
32.2.
33.
Electrical fire
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34.
Engine failure
reaction.
35.
Hydraulic failure
36.
37.
Tail rotor failure

36.1.
36.2.
is to be executed.
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38.
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Autopilot failure

39.

proper way.
40.
41.

40.1.
40.2.

RESULT OF CHECK
42.
required.
REMARKS/ COMMENTS
43.
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SUBPART I
TEST PROFORMA EXTERNAL LOAD OPERATIONS
Company :
Date of check :
Name of Pilot :
License No. :
Block time :
Name of Examiner:
Location :
License No.:
Pilot Proficiency
1. Ground Checks
2.2. Weather charts
2.3. Forecasts
3. Flight planning
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4. Preflight
5. Hover
6. Departure
6.3. Class 1 or Class 2 take off
If performance class 1, use category A take off profile or OGE /OEI.
7. Climb
8. Approach & Landing
8.1. Reconnaissance
8.4. Approach
8.5. Landing
9. Flying with External Load
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9.1. Establishing hover and Load attaching/ release

9.2. Transition to/ from hover
9.3. Attention to Safety
10.1.
10.1.1.
10.1.2.
10.1.3.
10.1.4.
Engine failure with load attached

At hover
On take off leg
In cruise
On approach
10.2.
Vibrations

11.1.
11.2.
Situational
Awareness
11.3.
(including
during
S = Satisfactory
Result Of Check
U = Unsatisfactory
N = Not Observed
Passed
Failed
Remarks/ Comments

5I 3

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Pilots Sign :
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28 JULY 2014
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Examiners Sign :

HELICOPTER EXTERNAL LOAD OPERATIONS
GROUND CHECKS
1.
2.

1.1.
1.2.

2.1.
2.2.

3.

3.1.

systems
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4.
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28 JULY 2014
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4.1.
procedures.
4.2.
Manual. The pilot must explain the aerodynamic effects on external load in flight
and the impact of different operating conditions viz altitude, temperature, IAS etc
on the load.
5.
Density Altitude
5.1.
5.2.
5.3.
6.
6.1.
manual with specific reference to actions when external load is attached.
6.2.
Special attention is to be paid to handling procedures to be adopted in
case of unstable/ swinging load.
7.

7.1.
7.2.
FLIGHT PREPARATION.
8.
Weather situation.
8.1.
8.2.
Check pilot's ability to select best route in the present weather situation
and nature of task.
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FLIGHT PLANNING
9.
Check the pilots ability to correctly perform all necessary flight planning including
9.1.
Fuel calculation,
9.2.
Performance calculation
9.3.
Payload calculation.
9.4.
He must be able to correctly use the appropriate graphs/ tables from the
10.
Check his knowledge of safety requirements while flying with external load and
their application when planning the flight.
PRE-FLIGHT
11.

11.1.
12.
Pilots performance of all necessary navigation and flight planning.

12.1.
12.2.
12.3. Pilots ability to check external load and load equipment for safety and
security of attachment
13.
Use of checklist
14.
15.

14.1.
14.2.
14.3.

15.1.
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SERIES 'H' PART I
16.

16.1.
17.
18.
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28 JULY 2014
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Taxi
17.1.
17.2.
Departure Briefing
applicable).
18.2.
HOVER
19.
Hover
19.1.
19.2.
19.3.
Check ability to maintain steady hover when hooking load as applicable.
DEPARTURE
20.
Take Off
21.
Climb speed
engine failure:
22.
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correctly.
FLYING WITH EXTERNAL LOAD
23.
External Load Procedures

23.1. Check ability to establish correct hover for attaching load/ releasing load
with due consideration for safety of load and personnel
23.2.
Check smoothness in transitioning to/ from hover when load attached.
24.
Attention to Safety. Check actions in minimizing danger to persons/ property on
surface when flying with external load.
APPROACH
25.
Reconnaissance
26.

26.1.
27.
Check the pilots ability to select best approach type for the landing site.
Check the ability to perform the selected approach with load attached.
27.1. Normal. Check that the approach is performed in accordance with
performance class 1 and 2, using a category A/ B Flight Manual profile, to
perform a safe landing in case of an engine failure during the complete approach
in performance class 1 and a safe forced landing after DPBL in performance
class 2. Check selection of the profile appropriate to the site: clear, limited,
restricted or elevated.
27.2. Steep. Check that in performance class 1 and 2, the approach is
performed with a speed and a rate of descent ensuring avoidance of power
settling.
the flight.
28.
Engine failure
28.1.
Check actions in case of simulated engine failure with external load
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attached at minimum two conditions out of the following: 28.1.1. At Hover

28.1.2. On take off leg
28.1.4. On approach
28.2. Check the pilot's reaction to and handling of the emergency with special
emphasis on quick jettisoning of the load if required.
29.
Vibrations.
29.1. Check the actions in case of load swinging/ causing vibrations in the
helicopter at various stages of flight and with varying degrees of intensity.

30.

proper way.
31.
32.

31.1.
31.2.

RESULT OF CHECK
33.
required.
REMARKS/ COMMENTS
34.
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5 I 10

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SUBPART J
TEST PROFORMA HELICOPTER HOIST OPERATIONS
Company :
Date of check :
Name of Pilot :
License No. :
Block time :
Name of Examiner:
Location :
License No.:
Pilot Proficiency
1. Ground Checks
2.2. Weather charts
2.3. Forecasts
3. Flight planning
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4. Preflight
5. Hover
6. Departure
6.3. Class 1 or Class 2 take off
If performance class 1, use category A take off profile or OGE /OEI.
7. Climb
8. Approach & Landing
8.1. Reconnaissance
8.4. Approach
8.5. Landing
9. Use of Helicopter Hoist
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9.1. Establishing hover and Load attaching/ release

9.2. Transition to/ from hover
9.3. Attention to Safety
10.1.
Engine failure with load attached
10.2.
Hoist Malfunction

11.1.
11.2.
Situational
Awareness
11.3.
(including
during
S = Satisfactory
Result Of Check
U = Unsatisfactory
N = Not Observed
Passed
Failed
Remarks/ Comments

5J 3

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Pilots Sign :
SECTION 8
28 JULY 2014
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Examiners Sign :

HELICOPTER HOIST OPERATIONS
GROUND CHECKS
1.
2.

1.1.
1.2.

2.1.
2.2.

3.

3.1.

systems
4.
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4.1.
procedures.
4.2.
Manual.
4.3.
The pilot must explain the aerodynamic effects on external load in flight
and the impact of different operating conditions viz altitude, temperature, IAS etc
on the load.
5.
Density Altitude
5.1.
5.2.
5.3.
6.
6.1.
manual with specific reference to actions during hover OGE.
6.2.
Special attention is to be paid to handling procedures to be adopted in
case of unstable/ swinging load.
6.3.
Also discuss handling procedures to be adopted in case of hoist becoming
unserviceable with load attached.
7.

7.1.
7.2.
FLIGHT PREPARATION.
8.
Weather situation.
8.1.
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8.2.
Check pilot's ability to select best route in the present weather situation
and nature of task.
FLIGHT PLANNING
9.
Check the pilots ability to correctly perform all necessary flight planning including
9.1.
Fuel calculation,
9.2.
Performance calculation
9.3.
Payload calculation.
9.4.
He must be able to correctly use the appropriate graphs/ tables from the
10.
Check his knowledge of safety requirements while flying with external load and
their application when planning the flight.
PRE-FLIGHT
11.

11.1.
12.
Pilots performance of all necessary navigation and flight planning.

12.1.
12.2.
12.3. Pilots ability to check hoist equipment for safety and security of
attachment
13.
Use of checklist
14.
15.

14.1.
14.2.
14.3.
5J 6

SERIES 'H' PART I
15.1.
16.
18.

16.1.
17.
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28 JULY 2014
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Taxi
17.1.
17.2.
Departure Briefing
applicable).
18.2.
HOVER
19.
Hover
19.1.
19.2.
19.3.
Check ability to maintain steady hover when hooking load as applicable.
DEPARTURE
20.
Take Off
21.
Climb speed
engine failure:
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22.
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28 JULY 2014
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correctly.
USE OF HELICOPTER HOIST

23.
Hoist Procedures
23.1. Check ability to establish correct hover for attaching load/ releasing load
with due consideration for safety of load/ personnel
23.2.
Check ability to maintain steady hover when hoist operations underway.
23.3.
Check smoothness in transitioning to/ from hover when load attached.
APPROACH
24.
Reconnaissance
25.

25.1.
25.2.
Check the ability to perform the selected approach.

25.2.1. Normal. Check that the approach is performed in accordance with
performance class 1 and 2, using a category A/ B Flight Manual profile, to
perform a safe landing in case of an engine failure during the complete
approach in performance class 1 and a safe forced landing after DPBL in
performance class 2. Check selection of the profile appropriate to the site:
clear, limited, restricted or elevated.
25.2.2. Steep. Check that in performance class 1 and 2, the approach is
performed with a speed and a rate of descent ensuring avoidance of
power settling.
the flight.
26.
Engine failure
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28 JULY 2014
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Check actions in case of simulated engine failure during hoist operations.
26.2. Check the pilot's reaction to and handling of the emergency with special
emphasis on quick jettisoning of the load if required.
27.
Hoist Malfunction.
27.1.
Check actions in case of cable getting stuck with/ without load.
27.2. Check actions in case of runaway cable with/ without load with special
emphasis on load safety.
28.

proper way.
29.
30.

29.1.
29.2.

RESULT OF CHECK
31.
required.
REMARKS/ COMMENTS
32.
"passed but proposed more training"
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SUBPART K
TEST PROFORMA HELICOPTER EMERGENCY MEDICAL SERVICE
Company :
Date of check :
Name of Pilot :
License No. :
Block time (D/N) :
Name of Examiner:
Location :
License No.:
Pilot Proficiency
1. Ground Checks
2.2. Weather charts
2.3. Forecasts
3. Flight planning
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4. Preflight
5. Hover
6. Departure
6.1. Class 1/ Class 2 take-off profile as applicable.
7. En-route
8. Approach
8.1. Reconnaissance
8.4. Sit down
8.5. Patient safety and Use of HEMS Equipment
Decision Making
5K 2

SERIES 'H' PART I
S = Satisfactory
Result Of Check
U = Unsatisfactory
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N = Not Observed
Passed
Failed
Remarks/ Comments

Pilots Sign :
Examiners Sign :
5K 3

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FLIGHT TEST FOR HELICOPTER EMERGENCY MEDICAL SERVICE
GROUND CHECKS
1.
Status of initial or recurrent ground training

1.1.
Has the pilot attended all required recurrent training?
1.2.
1.3.
Flight/Simulator Training according to approved syllabi
1.4.
Check the pilots knowledge of:

2.
Performance and limitations

2.1.
The pilot must explain his knowledge and selection of:

2.1.1. Performance Classes 1, 2 and 3 and link with category A and B
take off and landing profiles.
3.
Mass & Balance

3.1.
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.
HEMS Equipment
4.1.
The pilot must display adequate knowledge and proficiency in use of
HEMS equipment on board the helicopter
5.
Emergency procedures
5.1.
manual.
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FLIGHT PREPARATION.
6.
Weather situation.
6.1.
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.
7.
Flight planning
7.1.
Pilots ability to perform all necessary flight planning including fuel
calculation, performance calculation and payload calculation.
8.
Pre-flight inspection
8.1.
Check of documentation and acceptance of helicopter. Important items
to look for during external check
9.
Use of checklist
9.1.
10.
11.

10.1.
10.2.
10.3.

11.1.
12.
A normal departure briefing for procedures to be used.

13.1.
14.
Departure briefing
12.1.
13.
The pilot must explain how the checklist is used.
Taxi
14.1.
14.2. If taxiing on wheels check that braking action is assured. If hover

taxiing check hover taxi height.
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DEPARTURE
35.
Take Off
35.2. Restricted Area Take-Off. Ensure that the steep angle or vertical takeoff clearing all obstacles is performed without over torqueing the gearbox.
EN-ROUTE
15.

16.
Altitude selection
16.1.
17.
Fuel management
17.1. Are fuel checks performed at appropriate intervals and is assurance of
fuel requirements performed?
17.2.
Is position reporting performed as required
APPROACH & LANDING

18.
Reconnaissance
18.1. Check pilots ability to confirm fitness of helipad/ landing site for safety
of operations.
18.3. Check his ability to carry out power calculations and ensure safe
reserve of power before planning the approach.
19.

19.1. Check his choice of landing site with reference to the task and
suitability vis--vis other sites in proximity.
19.2.
19.3.
Check execution of approach and landing with due attention to

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obstructions and prevailing winds etc

20.
Landing and HEMS Procedures

20.1. Check pilots actions in confirming suitability of surface before
executing touchdown at unprepared/ unsurveyed sites
20.2.
Check actions in securing the patient on board after landing.
20.3.
Check actions in ensuring on-board patient safety.

21.

21.1. Check the pilots ability to perform communication with ATCIATS in
proper way.
22.
Co-ordination
22.1. Check the pilots ability to co-ordinate with other involved personnel
throughout the flight.
22.2. Especially co-ordination between pilots when a two pilot operation is
being evaluated. CRM & Situation Awareness
22.3. Evaluate the pilots ability to evaluate the situation and take necessary
actions.
RESULT OF CHECK
23.
reason for failure of items must be noted in the Remarks/Comments column with
action required.
REMARKS/ COMMENTS
24.
The examiner may enter remarks in this column such as "Very well performed"
or "passed but proposed more training.
5K 7

COMMERCIAL HELICOPTER OPERATIONS REQUIREMENTS

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COMMERCIAL HELICOPTER OPERATIONS REQUIREMENTS

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GOVERN

Syyllabus for Extension

Section 7 Series B Part

Section 7 Series B Part

Section 7 Series B Part

Section 8 Series O Part I

Section 8 Series O Part IV

Flying More Than

CIVIL AVIATION REQUIREMENTS

CIVIL AVIATION REQUIREMENTS

CIVIL AVIATION REQUIREMENTS

LIST OF EFFECTIVE PAGES

Serial Page No Revision

CIVIL AVIATION REQUIREMENTS

CIVIL AVIATION REQUIREMENTS

CIVIL AVIATION REQUIREMENTS

CIVIL AVIATION REQUIREMENTS

CIVIL AVIATION REQUIREMENTS

Page AmendNo ment No

LIST OF EFFECTIVE PAGES

Compliance with laws, regulations and procedures

Compliance with DGCA rules and regulations by foreign operators

Use of psychoactive substances

Air operator permit

Production of documentation and records

Surveillance of operations by foreign operator

CIVIL AVIATION REQUIREMENTS

Page AmendNo ment No

Mandatory documents for all flights

Mass and balance documentation

Journey log book

Records of emergency and survival equipment

Flight recorder records

Fuel and oil records

Document storage period

Take Off Flight Path

Enroute Critical Power Unit Inoperative

Operations Without Assured Safe Forced Landing Capability

Take Off Flight Path

Enroute Critical Power Unit Inoperative

CIVIL AVIATION REQUIREMENTS

Page AmendNo ment No

Enroute Critical Power Unit Inoperative

Operations performance classes

Over water flights

In-flight simulation of emergency situations

Minimum flight altitudes (operations under IFR)

Operating minima (operations under IFR)

Helicopter flight aircrew

Flight dispatcher / Operations officer

Operational flight planning

CIVIL AVIATION REQUIREMENTS

Page AmendNo ment No

Fuel and oil supply

Loading, mass and balance

Heliport operating minima

Hazardous flight conditions

Flight crew members at duty stations

Instrument flight procedures

In-flight fuel management

Refueling with passengers on board

External Load Operations (ELO)

External load equipment