COMPANY MINIMUM STANDARDS FOR ROTARY WING AIRCRAFT OPERATIONS1. GENERAL

1.1. This document may set requirements supplemental to applicable law. However, nothing herein is intended to replace, amend, supersede or otherwise depart from any applicable law relating to the subject matter of this document. In the event of any conflict or contradiction between the provisions of this document and applicable law as to the implementation and governance of this document, the provisions of applicable law shall prevail.

1.2. Deviations from the requirements stated in this Contract shall require formal approval by the Company.

1.3.The Contractor and Contractor Sub-contractors shall comply with Company Standard Operating Procedures (SOPs), Company Customer Requirements, or other documents developed and agreed between the Contractor and the Company to provide specific direction for the conduct of Company business.

2. AUDIT REQUIREMENTS

2.1. The Company shall commission pre-use, pre-tender and recurrent Shell Aircraft International (SAI) audits of Contractor prior to approving the use of the aircraft Contractor. These audits will include assessments of the Contractor’s capability, aircraft types and equipment fit and their suitability for the intended task. The frequency of recurrent audits will be determined by Company on the basis of risk, exposure, usage and performance of the air operation, including response to previous audit recommendations, but in any case shall not exceed 2 years.

2.2. All contracts with direct or subcontracted aviation content shall be categorized as High HSSE risk unless otherwise agreed with the Company.

2.3. Deviations from Contractual Allocation of Risk (CARM) requirements shall be agreed with the Company.

3. SAFETY AND QUALITY MANAGEMENT

3.1. Regulatory Requirements

3.1.1.Contractor shall comply with applicable national regulations as these relate to Contractor and associated air operations infrastructure safety management systems.

3.1.2.Where national regulations have not yet been mandated for safety management systems, advisory material and other guidance material produced by the applicable national regulator(s), together with the guidance from Company, shall be implemented to meet the requirements for Corporate Safety Managements System and Hazard Management.

3.2. Safety Management System Elements

3.3. Subject to the requirements as defined by Company, Contractor and their contracted aircraft Contractors shall demonstrate to an acceptable level how the following SMS elements and relationships have been effectively implemented within their operations:

3.3.1.Leadership Commitment3.3.2.Policy, Objectives and KPI’s3.3.3.Resources3.3.4.Communication to and from workforce3.3.5.Procedures3.3.6.Management of Change process

3.3.7.Quality Assurance3.3.8.Safety Reporting and Investigation\3.3.9.Hazard/Risk Management Process3.3.10. Regular Senior Management Review

3.4. The Contractor’s bridging documents shall be prepared using the UA Aviation HSE Case as a reference including the applicable best practice bow-ties and Hazard and Effects table controls and recovery measures.

3.5. Where the Contractor does not have an acceptable Change Management process, reference shall be made to the Management of Change section of the Shell HSSE Control Framework HSSE & SP Management System Manual for guidance.

3.6. Hazard/Risk Management Process

3.6.1.Regardless of the size of the Contractor, its SMS is required to include a Hazard Management Process. The systems and procedures used will vary and need to be aligned to complement the other elements of the SMS. The Hazard Management Process shall contain the elements listed below:

3.6.1.1. Define the scope of the activity3.6.1.2. Identify and record hazards3.6.1.3. Conduct risk analysis3.6.1.4. Identify controls to manage hazards3.6.1.5. Reference control to Company procedures and assign responsible individual3.6.1.6. Record in remedial action plan3.6.1.7. Management Review Process3.6.1.8. QA system - update checklists3.6.1.9. Confirm implementation and effectiveness of controls3.6.1.10. Safety Reporting and Investigation3.6.1.11. Validate existing controls or develop new controls3.6.1.12. Process new hazards3.6.1.13. Management of Change Process

3.6.2.The Hazard Management process is to identify and address both generic and location specific hazards. The hazards shall be recorded in a hazard register in a format that:

3.6.2.1. Shows the risk assessment score assigned to each hazard; 3.6.2.2. Links the hazards to specific controls and recovery measures; 3.6.2.3. Provides a document reference for the control and recovery measure; 3.6.2.4. Assigns a responsible individual to each control.

3.6.3.The hazard register can be within the SMS Manual, in an appendix, in a separate document (e.g., Safety Case) or in a software tool as suits the Contractor.

3.6.4.A Contractor may have one generic hazard register covering its whole operation or a number of location or mission specific registers. In either case, controls identified for location specific hazards are to be assigned local responsibility.

3.6.5.The Hazard Management process shall be demonstrably linked to the Contractor’s Change Management Process, its Safety Reporting and Investigation process and to the QA system. This ensures that the hazard management process is triggered by relevant changes within the company, by reported incidents and occurrences and that the controls developed by the process are verified by QA audit and by the investigation process. Those parts of the process indicated, shall also be subject to periodic management review.

3.6.6.The Contractor shall document all hazards associated with the performance those services. The risk of these hazards shall be assessed using the Shell Risk Assessment Matrix (RAM). The Contractor shall:

3.6.6.1. Manage hazards having risks in the dark and light blue areas of the RAM through the effective implementation of their Corporate SMS.

3.6.6.2. Document and implement controls and recovery measures in a Hazards and Effects table or equivalent methodology for hazards in the yellow area and in block 4A of the RAM.

3.6.6.3. Document Safety Bow-Ties or equivalent methodology for all hazards which are rated in the red area or in blocks 5A and 5B of the RAM. These should be aligned with the UA Aviation HSE Case best practice bow-ties in order to facilitate the development of the Bridging Document.

3.7. Corporate SMS and Hazard Management Requirements

3.7.1. The exposure based requirements given in the table below are acceptable means of meeting the SMS requirements of this Agreement:

Services Exposure SMS Requirement

Helicopter:

Personnel and cargo transport onshore and offshore;

External load carriage including Heli-Assist Seismic and Helirig operations;

Pipeline survey and other inspection and survey operations onshore and offshore; Geophysical survey;

Helicopter External Transport Service (HETS) Class D helicopter evacuation;

Medical evacuation (Medevac).

Standard Contract

Total flight exposure to an Contractor for single or combined Shell Business Units of 100 hrs or more per year for all RW ops.

A Corporate SMS, including a Hazard Management process i.a.w. paragraph 3.6 covering the contracted and related aviation activities, implemented effectively within 6 months of contract award (or as specified by Shell) :Additionally:Airborne Geophysical Survey complete and document a project specific IAGSA Risk Assessment for review by Shell prior to commencing operations.Seismic, Helirig, or HETS complete and document a project specific OGP Risk Assessment for review by Shell prior to commencing operations.Pipeline Survey complete and document a project specific hazard assessment that includes location, route and type/activity specific content for review by Shell prior to commencing operations.

Call Off contract

Total flight exposure to an Contractor for single or combined Shell OU’s.Less than 100hrs per year for all RW ops.

A corporate SMS, including a Hazard management process i.a.w. paragraph 3.6 shall be preferred when selecting an Contractor, but recognising the possible short term use of the Contractor and low exposure, a commitment to develop an SMS, with sustained progress, measured through the audit process, is acceptable.

Airborne Geophysical Survey, Pipeline Survey, Seismic, Helirig, or HETS requirements as stated above.

One Time Charter Corporate SMS, with Hazard management process i.a.w. paragraph 3.6 preferred, but not required. A robust flight safety program will be assessed alongside the other requirements for One Time charter.

3.7.2.The Contractor shall develop a Bridging Document to demonstrate how their corporate SMS links to the UA Aviation Safety Case and HSE-MS. UA Aviation Logistics will provide the necessary materials and guidance to complete the Bridging Document. This shall be complete before the commencement of the Contract unless otherwise agreed.

3.8. Quality Assurance

3.8.1.Contractors shall develop, document and implement a quality assurance system, covering all flight operations and maintenance activities, modeled after ISO9001:2000 or equivalent. It shall include an internal evaluation program that ensures the conduct of organization-wide internal audits encompassing all safety and quality critical operations, and includes planned auditing of processes, procedures, documentation, training and records. Audit activities shall be scheduled and conducted at planned intervals to establish conformity with regulatory and management system requirements. Results of previous audits, including implementation and effectiveness of corrective action, shall be included within the scope of the program. The program shall be managed at the local operational level and be subject to periodic review by the Contractor’s management.

3.8.2.The Contractor shall ensure that the QA program is under the sole control of a Quality Manager or the person to whom the management function for the program has been assigned and shall have a system for ensuring that it includes the use of control processes that are sufficiently detailed to ensure that all operations and maintenance functions are evaluated. QA/Quality Control (QA/QC) departmental procedures, duties, responsibilities, and reporting relationships shall be described in the Operations Manual, Maintenance Management Manual (MMM) or a separate QA/QC manual as appropriate.

3.8.3.Contractors shall implement a compliance monitoring system that includes all aspects of company operations including flight operations, maintenance operations, and ground servicing operations. The activities to be checked shall be selected based on hazard analysis and historical incidents and near misses.

3.9. Environmental Management

3.9.1.Environmental management controls shall at all times be in compliance with local and or national regulatory requirements. Unless otherwise specifically addressed under separate system controls (e.g. ISO 14001), environmental management controls shall be integrated within an Contractors HSE policy and procedures, and shall be demonstrated as meeting Shell HSE and/or Environmental Control requirements.

3.9.2.Controlled companies and their contracted aircraft Contractors shall demonstrate to an acceptable level how the following environmental control system elements have been effectively implemented within their operations:

3.9.2.1. Emissions to the atmosphere (operational efficiency); 3.9.2.2. Aircraft noise; 3.9.2.3. Waste Management;

3.9.2.4. Utilities (Water and Energy) Management; 3.9.2.5. Contamination Control (of Land/Water); 3.9.2.6. Emergency response and incident reporting.

3.10. Incident and Accident Reporting Requirements

3.10.1. Notwithstanding the Contractor’s regulatory, local and/or national legislative Mandatory Occurrence Reporting obligations, Shell requires that owned and contracted Contractors provide reports to the Company contract manager (within 24 hours) in the event of the following occurrences:

3.10.1.1. Aircraft Accident, or; 3.10.1.2. Serious or Significant Incident, or; 3.10.1.3. Near Miss; 3.10.1.4. Air Safety Reports (having imminent Airworthiness or Safety of Flight

implications).

3.10.1.5. Note: These standards are based on ICAO Annex 13, Aircraft Accident and Incident Investigation, and adapted to align with the Shell Group Incident Classification, Investigation and Reporting Guide at: http://swwep.shell.com/hse/hse_docs/docs/05.pdf

3.10.2. Incidents, near misses, and unsafe conditions shall be reported in accordance with the UA Aviation Incident Reporting Matrix.

3.11. Enhanced Operational Controls

3.11.1. Enhanced operational controls shall be introduced where deemed appropriate due to unusual activity, geography, environment or other risk factor conditions extant within the operational area. The specific nature of these controls shall be agreed with the local controlled company contract manager.

3.11.2. A tool for Enhanced Operational Control documentation is available from UA Aviation Logistics.

3.12. Drugs and Alcohol Policy

3.12.1. Contractors and Sub Contractors shall have formally documented policies on the use/abuse of alcohol, medical drugs and narcotics. Guidance is to be provided on what the Contractor considers to be acceptable by way of alcohol consumption. Additionally, guidance should be given to staff on which commonly available medical drugs, prescribed or otherwise, may impair an individual’s ability to perform in the cockpit or workplace. In all cases the Contractor shall comply with any National legislation/guidelines.

3.13. Performance Indicators

3.13.1. Contractor shall develop, document, monitor and act upon an appropriate range of performance indicators. The minimum requirements in this respect shall be agreed with the Company.

3.14. Fuel Quality Control

3.14.1. Fuel quality control is the responsibility of the refiner, bulk storage, delivery and receiving elements of the fuel logistics chain. Contractor shall, to the extent that it is reasonably practical to do so, ensure that adequate fuel quality control procedures are established in the logistics chain immediately prior to the point at which fuel is received and by default the point at which the Contractor becomes the owner of that fuel.

3.14.2. Fuel Quality shall be assured prior to delivery to the aircraft.

3.14.3. Fuel, once delivered to the aircraft, is also subject to fuel quality control checks. Contractor shall take daily samples from each aircraft sump drain (or, in the case of large aircraft, from each main tank group) and locally managed fixed and mobile storage facility prior to the first flight of the day; these samples shall be retained for 24 hours or until the next sample is taken prior to flight. Sample jars shall be clearly labeled such that the aircraft (and drain point) or storage container from which the sample was taken can be clearly identified.

3.14.4. Fuel samples shall be inspected and tested for water and contaminants using Shell Water Detector capsule kits or equivalent aids. Fuel sample water detection aids are subject to shelf-life limitations, and these shelf-life limits shall be observed.

3.14.5. Bulk Storage and Delivery System shall be tested and results recorded.

4. AIRCRAFT OPERATIONS GENERAL

4.1. Pilots and other flight crew experience and qualification levels

4.1.1.The Contractor shall ensure that the flight crew of an aircraft:

4.1.1.1. hold the license, medical certificate and ratings (including radiotelephony license unless it is included in the pilot license) required by national regulations;

4.1.1.2. meet all recency requirements of the national regulations;4.1.1.3. meet the license, medical and rating requirements specified in Annex 1 to the

Convention on International Civil Aviation when operations are conducted outside of the national airspace of the State of issue of the flight crew license;

4.1.1.4. has fulfilled the requirements of the Contractor's ground and flight training program;

4.1.1.5. have successfully completed the proficiency requirements for that type of aircraft; and

4.1.1.6. can demonstrate the capability to speak and understand the language used for radiotelephony communications;

4.1.2.The Contractor shall ensure that each cabin crew member has fulfilled the requirements of the Contractor's ground and flight training program; and

4.1.3.The Contractor shall ensure that each crew member, other than a flight crew member or a cabin crew member, who is assigned duties onboard an aircraft during flight time has fulfilled the requirements of the Contractor's ground and flight training program.

4.1.4.The table at Appendix 01 stipulates the required flying experience and qualifications of pilots before they can fly Shell Company or Contractor(s) passengers, either on ad hoc charter or under contract.

4.1.5.Where these requirements cannot be met dispensation based on mitigating factors shall be sought from the Company. Where this is requested, full details of an individual’s experience and qualifications under the headings shown in the tables shall be submitted to the Company for assessment and consideration prior to agreeing or otherwise such a dispensation.

4.2. Alternative to Company experience level requirements

4.2.1.As an alternative to pilot experience levels and in line with Shell’s move towards competency based training, it may be possible to replace the requirement for defined pilot experience levels with suitable progression through a Company approved Contractor’s

Training Management System. In order for this to be achieved the following conditions shall be met:

4.2.1.1. Establishment of a formal modular competency based progression scheme for pilots from basic (ab-initio/new-hire/conversion) to command and for aircraft type conversion.

4.2.1.2. An “In depth” audit of the Contractor’s training system shall be conducted by SAI to include:

4.2.1.2.1. Content of the training syllabus, to include comprehensive flight and ground training, particularly for entry at the CPL stage and a formal progression scheme for pilots from basic (ab initio) to command, approved by the Regulatory Authority of the country;

4.2.1.2.2. observation of CRM/LOFT Training, preferably in a simulator;4.2.1.2.3. examination of training records with emphasis on a structured command

course;4.2.1.2.4. base and Line training staff with defined competencies who themselves

are regularly checked.4.2.1.2.5. formal recording of the application from the Head of Aircraft

Services/Aviation Focal Point, acceptable resolution of audit findings, approval and recurrent audit requirements;

4.2.1.3. an ongoing Company audit plan to ensure continued compliance with the above.

4.3. Alternative to time on type requirements

4.3.1.When a new aircraft type is introduced on contract, it may be necessary to reduce the total time on type requirement. This shall be considered only after approval of the Contractor's type conversion scheme, and will be reviewed on a case-by-case basis. In any such case prior approval by Company is required which shall be agreed in writing.

4.4. Use of Freelance Pilots

4.4.1.Freelance pilots shall not normally to be employed on Shell contracted flights. There are, however, occasions on the smaller operation where their use cannot always be avoided. In such cases the freelance pilots may be used provided they:

4.4.1.1. have received formal company Induction/Conversion/line training; 4.4.1.2. are included as part of the company’s recurrent training program, including

simulator training where it is a normal contract requirement; 4.4.1.3. have OPC/LPC (or equivalent) conversion training in accordance with national

regulations. If time between engagements exceeds time between required OPCs, a training program applicable to all company pilots, being away from flying for whatever reason, should apply to the freelancer.

4.4.2.Their competence and suitability shall be formally endorsed by the senior management of the company and must meet all company flying qualifications, experience level and training requirements.

4.5. Pilots Flying More Than One Aircraft Type

4.5.1.Other than training captains operating training flights or in exceptional circumstances due to aircraft availability, pilots shall not operate in command of two types in the same duty period. Those operating two types, in accordance with the requirements of this Attachment, shall have flown each type within a 28-day period.

4.5.2.The Contractor shall have a written policy on the subject, which applies across their Shell operations. While pilots are quite correctly endorsed on a number of aircraft types, only in exceptional circumstances shall more than two types be flown on a day-to-day basis; the preference shall be to see a single type flown, or scheduling in blocks of days on a

particular type. If more than one type is flown, recency flying and type training shall be closely monitored both by individual pilots and by a nominated member of the flying, training or operations staff.

4.6. Maximum Age Limits for Aircrew – Pilots

4.6.1.Unless specifically precluded by local legislation, pilots shall only be permitted to act as pilot-in-command of commercial air transport operations for Shell after they have attained their 60th birthday, if the aircraft is operated with more than one pilot and where the other pilot is younger than 60 years of age.

4.6.2.On reaching age 65 a pilot shall not be permitted to act as a pilot in commercial air transport operations for Shell, subject to there being no legal barriers to the contrary.

4.7. Maximum Age Limits for Aircrew - Other Flight Crew

4.7.1.The maximum age for other Flight Crew actively engaged on flying duties shall be 65 years, subject to there being no legal barriers to the contrary.

4.8. Medicals

4.8.1.All pilots shall hold a valid medical certificate appropriate to their age and license (e.g. CPL, ATPL) requirements. The periodicity of medical examinations are determined by the local National Aviation Authority &/or company policy. Nevertheless, on commercial air transport operations for Shell, the medical re-examination of pilots over the age of 60 shall include electrocardiography no less frequently than annually and, ideally, at intervals not exceeding 6 months.

4.8.2. Pilots on UA contract shall hold a medical certificate appropriate to the level of license required under the Shell contract. Where the regulator will allow operations with a lesser license (i.e. CPL) and the contract requires a higher license (i.e. ATPL), the medical certificate shall be that required by the regulator for the higher license.

4.8.3.Other Flight Crew actively engaged on flying duties shall be subject to periodic medical examinations appropriate to their duties. Upon an individual reaching 60 years of age, medical examinations are required no less frequently than annually and, ideally, at intervals not exceeding 6 months.

4.9. Organization and Personnel

4.9.1.An organization staffed by qualified, competent and effective management and staff is essential to ensure the safe and efficient operation of the flight department. The Contractor shall have an organization structure that clearly defines duties, authorities and accountabilities and that is staffed by managerial and operating personnel who meet the qualifications specified and are capable of effectively carrying out the identified duties. The minimum management personnel are:

4.9.1.1. a person having overall management responsibilities for the flight department (the “flight department manager”);

4.9.1.2. a person responsible for managing the flying operations (the “chief pilot”), and4.9.1.3. a person responsible for managing aircraft maintenance.

4.9.2.In the case of a small operation one person may occupy two or more of the positions.

4.9.3.Where the organization has more than one operating base the management structure shall address the exercise of the above responsibilities at all locations. A safety officer shall be required in larger flight departments to assist the flight department manager in exercising his/her accountabilities for the safety of the operations and management of the SMS.

4.9.4.The Contractor shall establish and maintain a company Operations Manual (OM), or manuals. It may be issued in separate parts corresponding to specific aspects of an operation. It shall include the instructions and information necessary to enable the personnel concerned to perform their duties safely

4.9.5.The Contractor shall include in the company OM a description of the process to allow deviations from the provisions contained in it and specify the person who may approve such deviations. Any deviation shall identify the associated conditions.

4.10. Aircraft Crew Member Duties and Responsibilities

4.10.1. The minimum aircraft crew shall consist of the number of qualified flight crew as specified in the aircraft flight authority. The minimum number of cabin crew members shall be in accordance with national requirements.

4.10.2. The Contractor shall designate a pilot-in-command for each flight and, where the crew includes two pilots, a second-in-command.

4.10.3. The pilot-in-command is responsible for the safe conduct of assigned flights and the specific duties shall include:

4.10.3.1. checking and assessing weather and all applicable NOTAMs where available;4.10.3.2. determining fuel, oil and oxygen requirements;4.10.3.3. determining the aircraft weight and balance;4.10.3.4. ensuring that all flight planning requirements have been met;4.10.3.5. ensuring that the aircraft is airworthy, duly registered and that the documentation

and all required information specified is on-board the aircraft;4.10.3.6. completing an aircraft pre-flight inspection as per the aircraft flight manual, before

each departure;4.10.3.7. briefing the passengers in accordance with the requirements specified in this

Attachment.4.10.3.8. operating the aircraft in accordance with the Contractor’s procedures and aircraft

limitations;4.10.3.9. completing all post flight duties as specified in the Contractor’s operations

manual, and4.10.3.10. recording flight times and aircraft defects.

4.10.4. The second-in-command reports to the pilot-in-command and shall carry out any duties delegated by that person.

4.10.5. Cabin Crew and other crew members assigned to perform duties on board, are responsible to the Pilot-in-command to carry out specified safety duties in the event of an on-board emergency.

4.10.6. Standard operating procedures (SOPs) are the foundation of effective crew coordination and a key component of crew resource management (CRM). Accordingly, Contractors of aircraft with two or more crew members shall establish and maintain SOPs that enable the crew members to operate the aircraft effectively and within the limitations specified in the aircraft flight manual.

4.11. Flight Crew Scheduling

4.11.1. The Contractor shall have an assignment process to ensure that flight crew will operate in compliance with the following:

4.11.2. flight crew qualification and experience requirements;4.11.3. crew composition requirements;

4.11.4. flight/duty time limitations;4.11.5. fitness for duty.

4.12. Flight Preparation and Pre-flight

4.12.1. The Contractor shall require the flight crew to perform flight preparation before the commencement of each flight, to include the review of:

4.12.1.1. minimum equipment list (MEL) and Configuration Deviation List (CDL);4.12.1.2. the operational flight plan;4.12.1.3. current maps and charts;4.12.1.4. weather at departure, destination and alternate airports;4.12.1.5. NOTAMS;4.12.1.6. aircraft performance, weight and mass.

4.12.2. VFR Flight

4.12.3. A flight, to be conducted in accordance with the visual flight rules shall not be commenced unless available weather information indicates that the meteorological conditions along the route, or that part of the route to be flown under the visual flight rules, will permit flight under visual flight rules. When operations include high performance aircraft, consideration shall be given to weather minima, VFR charts, training, routes, traffic, etc.

4.12.4. IFR Flight

4.12.5. When a destination alternate airport is required a flight to be conducted in accordance with the instrument flight rules shall not be commenced unless the available information indicates that conditions, at the airport of intended landing or at least one destination alternate will, at the estimated time of arrival, be at or above the airport operating minima.

4.12.6. When no destination alternate airport is required a flight to be conducted in accordance with the instrument flight rules to an airport when no alternate airport is required shall not be commenced unless:

4.12.6.1. a standard instrument approach procedure is prescribed for the airport of intended landing; and

4.12.6.2. available current meteorological information indicates that the following meteorological conditions will exist from two hours before to two hours after the estimated time of arrival:

4.12.6.3. a cloud base of at least 300 m (1,000 ft) above the minimum associated with the instrument approach procedure; and

4.12.6.4. visibility of at least 5.5 km (3 miles) or of 4 km (2 miles) more than the minimum associated with the procedure, whichever is greater.

4.13. Weather Minima

4.13.1. The weather minima used for VFR flight shall be specified in the Company Operations Manual, Base Instructions or Flight Manual.

4.13.2. The weather minima used for IFR departures and approaches shall be those specified in the standard instrument approach procedures approved for use by the Contractor.

4.13.3. The Contractor shall specify a procedure in their operations manual for the determination of take-off minima from runways where no take-off minima is specified.

4.13.4. A flight shall not be continued towards the airport of intended landing unless the latest available meteorological information indicates that conditions at that airport, or at least one destination alternate airport, will, at the estimated time of arrival, be at or above the

specified airport operating minima. An aircraft shall not continue its approach-to-land beyond a point at which the limits of the airport operating minima would be infringed.

4.13.5. An instrument approach shall be planned and conducted so as to ensure that the aircraft adheres to the minimum safe altitudes while in transition or on approach.

4.13.6. A flight to be operated in known or expected icing conditions shall not be commenced unless the airplane is certificated and equipped to cope with such conditions.

4.13.7. Special VFR departures and arrivals (day or night) shall not be conducted with less than the Overland - Day cloud base and visibility minima in the VFR minima set out in paragraph 6.3.8 without prior authorization from UA Aviation Logistics. The authorization shall be location specific, and shall be based on a defined requirement, a Contractor hazard assessment, and agreed controls to render the operations as safe as reasonably practicable. Unapproved special VFR operations during UA service shall be reported to UA Aviation Logistics.

4.13.8. The pilot in command shall not cancel an IFR clearance and proceed visually unless the weather conditions are sufficient to conduct VFR terminal operations as defined by the Regulator.

4.13.9. Day contact approaches shall not be conducted with less than the VFR minima set out in paragraph 6.3.8, except that the cloud base shall be no less than 100 feet above the required obstacle clearance altitude. Obstacle clearance altitude shall be in accordance with published regulation until the required visual reference is acquired in order to conduct a normal landing. Vertical guidance from navigation aids or certified visual glide slope indicators should be followed where available.

4.13.10. Night contact approaches shall not be conducted without prior authorization from UA Aviation Logistics. The authorization shall be location specific, and shall be based on a defined requirement, a Contractor hazard assessment, and agreed controls to render the operations as safe as reasonably practicable. Vertical guidance from navigation aids or certified visual glide slope indicators shall be followed where available.

4.13.11. Day visual approaches are permitted subject to the VFR minima set out in paragraph 6.3.8, unless regulation requires a higher cloud base and greater visibility. Vertical guidance from navigation aids or certified visual glide slope indicators should be followed where available.

4.13.12. Night visual approaches shall not be conducted without prior authorization from UA Aviation Logistics. The authorization shall be location specific, and shall be based on a defined requirement, a Contractor hazard assessment, and agreed controls to render the operations as safe as reasonably practicable. Vertical guidance from navigation aids or certified visual glide slope indicators shall be followed where available.

4.14. Adverse Weather

4.14.1. The Contractor shall have a safe system for utilising aircraft in adverse weather.

4.14.2. The Contractor shall require that flight crews monitor available weather information whilst en-route, to include the following:

4.14.2.1. destination;4.14.2.2. destination alternate (if applicable);4.14.2.3. en-route alternate(s) (if applicable).

4.14.3. The Contractor shall have policies and provide instructions on adverse weather operations, including, but not limited to:

4.14.3.1. Thunderstorms and other adverse atmospheric conditions;4.14.3.2. de-icing and anti-icing;4.14.3.3. lightning avoidance;4.14.3.4. turbulence;4.14.3.5. micro burst;4.14.3.6. contaminated landing surfaces, including the effect of type and depth of

contaminants on performance;4.14.3.7. sea state, where applicable;4.14.3.8. cold and hot weather operations.

4.14.4. The Contractor shall provide a policy, instructions and procedures for wind shear avoidance and recovery (predictive and/or reactive) as applicable.

4.14.5. The Contractor shall provide instructions/procedures for wake turbulence avoidance, where applicable.

4.14.6. The acceptable means of compliance for wake turbulence requirement is:

4.14.6.1. While conducting a UA flight, the pilot in command shall not:4.14.6.2. Waive a wake turbulence hold time;4.14.6.3. Request or accept decreased wake turbulence separation;4.14.6.4. Decrease the separation that existed when a visual approach behind an aircraft

of a heavier wake turbulence class was issued, unless they can remain on or above the flight path of the preceding aircraft;

4.14.7. Descend below the flight path of the preceding aircraft, or land at or before the preceding aircraft’s touchdown point; or touchdown at or beyond the preceding aircraft’s rotation point when:

4.14.7.1. Landing a medium or heavy aircraft less than 2 minutes behind arriving or departing heavy aircraft, or

4.14.7.2. Landing a medium aircraft less than 2 minutes behind arriving or departing medium aircraft, or

4.14.7.3. Landing a light aircraft less than 3 minutes behind arriving or departing medium or heavy aircraft.

4.14.7.4. Landing a light aircraft less than 2 minutes behind arriving or departing light aircraft.

4.14.7.5. If necessary a missed approach shall be executed.4.14.7.6. Note: For US operations replace light/medium/heavy with small/large/heavy.

4.15. Minimum Flight Altitudes, Airport Usability and Operating Minima

4.15.1. The Contractor shall provide information to enable flight crew to determine that airports and heliports of intended use are adequate, to include, where applicable:

4.15.1.1. applicable performance requirements;4.15.1.2. runway or heliport characteristics;4.15.1.3. Air Traffic Service and communications;4.15.1.4. nav aids and lighting;4.15.1.5. weather reporting;4.15.1.6. emergency services, including temporary periods of reduced Rescue and Fire

Fighting (RFF);

4.15.2. The Contractor shall provide guidance to enable flight crew to determine operating minima for airports or heliports of intended use.

4.15.3. The Contractor shall provide clear guidance on when RVR is necessary for operations.

4.15.3.1. the Contractor shall not authorize airport operating landing minima below 800 meters visibility unless RVR information is provided for aircraft landing operations.

4.15.3.2. the Contractor shall specify minimum RVR values for take-off and all authorized approaches that also consider inoperative approach/runway lighting, inoperative transmissiometers, or inadequate visual reference.

4.15.4. Flights shall not be conducted to or from an airport where, based on aircraft performance computation, a twin-engined aircraft will be unable to meet required departure or missed approach climb gradient criteria whilst one engine is inoperative (OEI), based on the expected departure or approach procedure and planned fuel and payload. The Contractor shall have a process to ensure that OEI departure and missed approach compliance is checked during pre-flight planning.

4.15.5. Prior to conducting a take-off the pilot-in-command shall determine if any significant obstacles exist in the take-off and climb path and if so, determine by the use of the approved aircraft performance charts and related information, that the aircraft will safely clear such obstacles.

4.15.6. A departure requiring a minimum climb gradient shall not be commenced in a multi-engine aircraft where climb gradient cannot be maintained with one engine inoperative at actual aircraft departure weight. Special engine out instrument departure procedures are allowed where provided.

4.15.7. An instrument approach shall not be commenced in a multi-engine aircraft where a required missed approach climb gradient cannot be maintained with one engine inoperative at actual aircraft arrival weight. Special engine out missed approach procedures are allowed where provided.

4.16. Pre-departure Fuel Policy, Weight and balance, ATS and Operational Flight Plans

4.16.1. The Contractor shall define a pre-departure fuel policy and provide guidance to flight crew for calculation of minimum dispatch/departure fuel, to include at least taxi, trip, alternate (when applicable), contingency and reserve fuel.

4.16.2. The Contractor shall provide guidance for flight crew responsibility for Load sheet (Weight and Balance) preparation and acceptance, including:

4.16.2.1. the PIC’s satisfaction with the Load sheet content prior to each flight.4.16.2.2. a procedure for Last Minute Changes (LMC) to the Load sheet that includes

tolerance for maximum difference between planned and actual weights.

4.16.3. Prior to take-off, the pilot in command (PIC) shall verify that fuel and oil requirements are correct, and weight and centre of gravity limits of the aircraft have been calculated and within the limits for flight.

4.16.4. The Contractor shall ensure that the ATS Flight Plan and its use shall be described in the OM or in another document accessible to the flight crew during flight preparation.

4.16.5. The Contractor shall ensure that the Operational Flight Plan (OFP) or equivalent document and its use shall be described in the OM. The OFP shall include at least:

4.16.5.1. aircraft registration;4.16.5.2. aircraft type and variant;4.16.5.3. date of flight and flight identification;4.16.5.4. departure airport, STD, STA, destination airport; 4.16.5.5. types of operation (ETOPS, IFR, Ferry flight, others);4.16.5.6. route and route segments with check points/waypoints, distances, time and

tracks;

4.16.5.7. planned cruising speed and flying times between waypoints/check points;4.16.5.8. planned altitude and flight levels;4.16.5.9. fuel calculations;4.16.5.10. fuel on board when starting engines;4.16.5.11. alternate(s) for destination and, when applicable, take off and en-route 4.16.5.12. relevant meteorological information.

4.16.6. The Contractor shall require that flight crew review NOTAMS pertinent to their flight.

4.16.7. The Contractor shall require that a suitable take-off alternate airport shall be selected and specified in the Operational Flight Plan whenever the weather conditions at the airport of departure are at or below the applicable airport operating landing minima or it would not be possible to return to the airport of departure for other reasons.

4.16.8. The Contractor shall ensure that the OM contains guidance to enable flight crew to establish suitable en-route alternates.

4.17. Minimum Equipment List and Configuration Deviation List (MEL/CDL), Aircraft Technical Log (ATL), Aircraft Pre-flight Inspections

4.17.1. The OM or other documents accessible to the flight crew shall describe:

4.17.1.1. the responsibilities of the flight crew with regard to the MEL/CDL and ATL;4.17.1.2. the use of the MEL/CDL and ATL.

4.17.2. The Contractor shall require that an aircraft is not permitted to depart with a defect that has not been processed in accordance with the MEL/CDL.

4.17.3. The Contractor shall require that the PIC reports on every flight, in the ATL, all known or suspected defects affecting the aircraft.

4.17.4. The pilot-in-command's use of the words "Nil Defects" when certifying in the ATL that there were no defects observed during operation may be modified to the phrase "No defects noted" or some other phrase that is equivalent.

4.17.5. The Contractor shall require a member of the flight crew to perform an exterior aircraft inspection prior to each flight (crew walk-around). The inspection shall include the following safety critical items:

4.17.5.1. pitot/static ports;4.17.5.2. locked or disabled flight controls (as applicable depending on aircraft type);4.17.5.3. presence of frost, snow or ice on critical surfaces;4.17.5.4. aircraft structural integrity (damage).

4.17.6. The Contractor shall require the flight crew (or a designated, qualified cabin crew member) to perform an interior aircraft emergency equipment inspection, to include, where fitted, the following safety-critical items: oxygen, medical and emergency equipment.

4.18. Refueling with Passengers Aboard

4.18.1. The Contractor shall have a procedure for fuelling with passengers embarking, on board or disembarking that includes provisions for ensuring passenger safety and egress (if necessary) after a spillage or fire. At a minimum, the procedure shall require that:

4.18.1.1. two-way communication is maintained, either by the aircraft intercommunication system or other suitable means, between the ground crew supervising the refuelling and qualified personnel on board the aircraft;

4.18.1.2. there are minimum of two designated exits from the aircraft;

4.18.1.3. The exits to be used have been designated by the Captain or by a procedure, prior to the start of the refuelling operations;

4.18.1.4. at least one qualified person trained in emergency procedures shall be positioned near boarding doors;

4.18.2. Emergency exits may be used as one of the minimum of two required exits during refuelling operations provided that:

4.18.2.1. The exit area shall remain clear during fueling;4.18.2.2. An evacuation slide is allowed;4.18.2.3. The escape route on the apron is free from obstacles.

4.19. De/Anti-icing

4.19.1. Where applicable, the Contractor shall provide De/Anti-Icing policies and procedures, to include:

4.19.1.1. Holdover Time tables, readily accessible to the flight crew;4.19.1.2. requirement that a member of the flight crew performs a visual check of the

wings just before take-off if any contamination is suspected;4.19.1.3. requirement that the aircraft will not commence take-off unless the critical

surfaces are clear of any deposits which might adversely affect the performance and/or controllability of the aircraft;

4.19.1.4. statement that the PIC has the authority to obtain De/Anti-Icing whenever he determines that it is necessary.

4.20. Airspace Rules

4.20.1. If the Contractor is authorized to conduct certain portions of the flight under Visual Flight Rules, it shall:

4.20.1.1. state specific provisions under which the IFR Clearance must be obtained (departures) or cancelled (arrivals).

4.20.1.2. provide instructions to flight crew regarding the proper use of standard ATC radio phraseology, including clearance read-back and use of call sign.

4.20.1.3. provide instructions to flight crews on the clarification and acceptance of ATC clearances, particularly where terrain clearance is involved.

4.20.1.4. require that flight crew maintain a radio listening watch, as applicable to the theatre of operation.

4.20.1.5. Maintain a radio listening watch that shall include:

4.20.1.5.1. monitoring of the guard frequency (121.5 MHz);4.20.1.5.2. monitoring of the appropriate frequency in airspace without ATC

coverage, e.g. Inflight Broadcast Procedures.

4.20.2. The Contractor shall have a procedure and specific provisions for flights into and out of uncontrolled airspace and/or airports, or state in the OM that these type of flights are not authorised.

4.20.3. The Contractor shall provide flight crew with the procedural differences between ICAO airspace rules and local airspace rules where applicable.

4.21. Inflight Operations

4.21.1. The Contractor shall ensure that aircraft are at all times operated in accordance with the approved Aircraft Flight Manual.

4.21.2. Navigation

4.21.2.1. The Contractor shall provide instructions on monitoring navigation performance and verifying present position.

4.21.2.2. The Contractor shall have a collision avoidance policy (“see and avoid”) that encourages the flight crew to maintain vigilance for conflicting visual traffic.

4.21.2.3. The Contractor shall require that flight crews monitor weather information whilst en-route, to include the following:

4.21.2.3.1. Destination;4.21.2.3.2. destination alternate (if applicable);en-route alternate(s) (if applicable).

4.21.2.4. The Contractor shall require that the flight crew regularly checks and records on the OFP, or by equivalent means, the fuel status and the time over waypoints.

4.21.3. Flight Management and General Procedures

4.21.3.1. The Contractor shall have procedures that require the pilot-in-command to ensure that the flight crew utilises checklists and complies with operating procedures.

4.21.3.2. The Contractor shall have a sterile cockpit policy and procedures that include:

4.21.3.2.1. intra-cockpit and cabin/cockpit communication protocol during critical phases of flight;

4.21.3.2.2. mandatory use of headsets and boom microphones during critical phases of flight for the purposes of ATC communication;

4.21.3.2.3. The prohibition of the use of cell phones, blackberry devices, PDA's and any other similar devices unless authorized for use by the Operator, such as an electronic flight bags;

4.21.3.2.4. restriction of activities to essential operational matters during critical phases of flight. This includes all ground operations involving taxi, takeoff and landing, and all other flight operations carried out until cruise altitude is reached and when the cruise altitude is left.

4.21.3.3. The Contractor shall have policies for task sharing between flight crew, including:

4.21.3.3.1. the use of checklists;4.21.3.3.2. PNF/PF duties4.21.3.3.3. manual and automatic flight.

4.21.3.4. The Contractor shall have procedures, which require a cross-check of critical flight crew actions, including:

4.21.3.4.1. configuration changes;4.21.3.4.2. heading, altitude, altimeter and airspeed (bug) settings;4.21.3.4.3. transfer of controls;4.21.3.4.4. changes to AFS/FMS and radio navigation aids during the departure or

approach phase;4.21.3.4.5. performance calculations, including AFS/FMS entries.

4.21.3.5. The Contractor shall have a policy for “Standard Call-Outs” for each phase of flight unless a silent cockpit policy is in place.

4.21.3.6. The Contractor shall have a process to ensure that the data base for ground proximity warning systems with predictive terrain hazard warning is kept current and pilots are trained in use of both TAWS and ACAS.

4.21.3.7. The Contractor shall have an automation policy to include the following:

4.21.3.7.1. monitoring of the Auto-Flight System (AFS) by:4.21.3.7.1.1. cross-checking the status;4.21.3.7.1.2. observing the result of any change;4.21.3.7.1.3. supervising the resulting guidance and aircraft performance.

4.21.3.7.2. the use of an appropriate level of automation for the task, including manual flying.

4.21.3.8. The Contractor shall require the flight crew to conduct departure and approach briefings that include:

4.21.3.8.1. aircraft technical status;4.21.3.8.2. normal and non-normal departure and approach considerations;4.21.3.8.3. jumpseat/observer briefing.

4.21.3.9. The Contractor shall have a stabilized approach policy meeting the requirements detailed in Section 6 of this Attachment.

4.22. Bird Strike Avoidance

4.22.1. The Contractor shall assess the risk of bird strike for each particular operation and where a significant risk is deemed to exist, shall implement measures to mitigate that risk.

4.22.2. A significant risk shall be deemed to exist for all coastal areas and for other areas of known bird concentrations. Use of historical bird strike data for an area should be used where available.

4.22.3. For all flight in and across coastal areas and for other areas of known bird concentrations, flight below 1000’ agl is to be avoided, other than for landing and takeoff and transit altitudes shall be at the highest practicable altitude.

4.22.4. Where flight is required below 1000’ agl in this area due to the operational task (i.e. Short transits between landings, geophysical survey, pipeline surveillance etc) additional mitigation measures shall be implemented.

4.22.5. Any local departure and arrival procedures shall be designed to minimize the time below 1000’ agl to the greatest extent practicable and in consideration with other ATC requirements.

4.22.6. Additional mitigation measures can include:

4.22.6.1. Pulsed landing lights. Required to be on when transiting at risk areas; 4.22.6.2. Require Pilots to wear safety glasses for all flights; 4.22.6.3. Require Pilots to wear helmets with visors for all single Pilot operations.

4.22.7. FDM systems should be used by Contractor to verify compliance with bird strike prevention profiles.

4.22.8. For operations within areas of significant bird strike risk, all Pilots shall undergo an element of bird strike awareness training as part of the annual recurrent ground training.

4.23. Use of oxygen

Not applicable to this contract

4.24. Flight Data Monitoring

4.24.1. A Flight Data Monitoring program shall be implemented on all sole use and repetitive short term use helicopter contracts, where such systems are available for the aircraft type. The system shall meet the requirements detailed at Appendix 04.

4.25. Flight Following

4.25.1. All flights that are not conducted under a minimum Air Traffic service of Radar Advisory, where a recorded continuous primary or secondary radar position is held for the aircraft during the entire portion of the transit phase, shall have in place a flight following system that provides position reports at intervals not exceeding 15 minutes.

4.25.2. Automated and monitored satellite/GPS flight tracking systems shall be required for all long term or repetitive short term contracts not meeting the above requirement and are the preferred method of compliance for short term and ad hoc contracts. A radio flight watch shall otherwise be provided.

4.25.3. Where a radio flight watch is provided, the radio Contractors shall be able to communicate in English, hold the appropriate radio license, be completely familiar with aviation R/T terminology and have experience in aircraft operations and procedures. They shall be completely familiar with the Contractor’s and the Company’s emergency and call-out procedures and shall maintain a radio watch log whenever the Aircraft is airborne; intervals between position reports shall not exceed 15 minutes.

4.25.4. Where the equipment is available for the aircraft type in use monitored satellite/GPS flight tracking is required for all UA aviation operations instead of radio position reporting. The use of radio position reporting is a backup in case of satellite system unserviceability.

4.26. Aircraft Documentation

4.26.1. The following documentation and information (in written or electronic form) shall be carried onboard the aircraft and the operational information shall be accessible on the flight deck:

4.26.1.1. pertinent aeronautical charts;4.26.1.2. pertinent en route, terminal area, and instrument approach procedure charts;4.26.1.3. aircraft performance data;4.26.1.4. aircraft checklists;4.26.1.5. the Contractor’s Operations Manual;4.26.1.6. Standard Operating Procedures, where an SOP has been established for the

aircraft;4.26.1.7. the aircraft flight manual;4.26.1.8. the aircraft minimum equipment list (MEL) for aircraft being operated in

accordance with a MEL;4.26.1.9. aircraft certificate of airworthiness or other flight authority and certificate of

registration;4.26.1.10. aircraft radio license;4.26.1.11. insurance certificate;4.26.1.12. other documents required of the area of operation;4.26.1.13. procedures for pilots-in-command of intercepted aircraft and visual signals for

use by intercepting and intercepted aircraft, as contained in ICAO Annex 2, and 4.26.1.14. for international commercial air transport operations, a certified true copy of the

Contractor certificate including the authorizations, conditions and limitations relevant to the airplane type.

4.27. Maintenance Personnel

4.27.1. Qualifications

4.27.1.1. Personnel certifying aircraft maintenance shall hold appropriate Licenses and Type/System Endorsements or be certificated for airworthiness release.

4.27.1.2. A system of local approvals shall exist whereby the Contractor or its maintenance organisation systematically approves the individual to exercise the privileges granted by the license, endorsements or certification held on the range of equipment operated or maintained by that organisation. Such approvals may be granted following formal type training and/or local on-the-job training/evaluation as appropriate.

4.27.2. Experience Levels

4.27.2.1. Except in the case of incumbent supervisory/management personnel already employed in an organisation introducing a new aircraft type, where additional manufacturer or other qualified support may be required during the introductory and early operational phases, the experience level requirements given in the relevant tables in this Attachment shall be applied.

4.27.2.2. Unlicensed & Recently Licensed Maintenance Personnel

4.27.2.3. Where organisations employ a mix of licensed and unlicensed or recently licensed personnel, the proportion of personnel having Certificate of Release to Service (CRS)/airworthiness release privileges to others shall be sufficiently high to ensure adequate supervision of work is provided at all times. Company guidance shall be sought in all cases.

4.27.2.4. Trainee Aircraft Maintenance Engineer/Technician/Mechanic

4.27.2.5. Where trainees are sponsored or employed directly, the requirements for Unlicensed & Recently Licensed maintenance personnel equally applies. In addition, there shall exist a documented Training Plan that includes:

4.27.2.5.1. Formal Training shall hold basic educational qualifications for entry into Regulator approved maintenance training course(s) in respect of the license categories desired. Training shall be provided by an approved training organisation;

4.27.2.5.2. On-the-Job Training shall be relevant and provide adequately supervised experience.

4.27.3. Maximum Age Limit for Maintenance Personnel

4.27.3.1. Except where there are legal barriers to the contrary, the maximum age for maintenance personnel actively and directly engaged in aircraft maintenance shall be 65 years. Upon reaching 60 years of age, all maintenance staff shall be subject to periodic medical examinations that are performed at least annually.

4.27.3.2. While there may not be any regulatory controls in this respect, contractors shall be encouraged to adopt a policy that requires the periodic medical examination of all staff engaged in maintenance activities; these examinations shall be mandatory for all maintenance staff who periodically are required to perform tasks during flight test, such as giving assistance during topping checks.

4.27.4. Avoidance of Fatigue in Maintenance Personnel

4.27.4.1. Other than any specific labour laws that may be applicable locally, maintenance personnel are not regulated by duty hour limitations. However, the Contractor shall demonstrate that an effective control system has been established, and that it is being effectively managed to an acceptable level within their operations.

4.27.4.2. The total work periods shall not exceed 12 hours in any 24-hour period. Where, exceptionally, it is essential that the working period is extended; the Head of Maintenance should approve it on a case by case basis. The type of work carried out during the extension should neither be intricate, nor have significant airworthiness connotations;

4.27.4.3. Where shifts are regularly rostered with a heavy maintenance workload to be completed through the night, the length of the duty period shall be reduced from 12 hours to a maximum of 10 hours. The bulk of work shall be completed by the shifts on duty up to midnight with the residue completed by a swing shift covering the period from approximately 2300 to 0700 hrs.;

4.27.4.4. Each full working shift shall be followed by a minimum 8-hour rest period;

4.27.4.5. The entitlement for days off shall be a minimum of 7 per month of which at least 4 should be in a minimum of 2-day periods; when the location or climate is arduous then this should be increased to minimize fatigue. This may be relaxed by written agreement with the local Aviation Focal Point for operations where personnel are working a back to back roster, e.g.; a 4 on/4 off working cycle;

4.27.4.6. On locations where it is not feasible to provide other than the bare accommodation necessities, a regular “time on site, time off site” routine shall be set up to ensure that maintenance personnel working under these conditions do not stay in the field for prolonged periods. The minimum acceptable ratio of time on site to time off site shall be 2:1 with a maximum period on site not to exceed 2 months.

4.27.5. In addition to the previous requirements:

4.27.5.1. The minimum planned rest period for engineers is 10 hours, reducible to 9 hours where the place of accommodation is no more than 30 minutes from the place of work under normal conditions.

4.27.5.2. Days off while on-site during an equal length on/off rotation (i.e. 28/28 rotation):

4.27.5.2.1. Engineers serving as flight crew shall comply with the pilot duty rules.4.27.5.2.2. Engineers not serving as flight crew shall receive one day off per week

with no more than 12 working days between days off. Preference is for a regular schedule of days off with no more than 6 working days between days off.

4.27.5.3. Control of fatigue caused by commuting to work

4.27.5.3.1. Contractor shall have a process to control engineer fatigue caused by commuting from a location not local to the work site for Company service. Commuting from place of residence or from another duty assignment shall both be controlled.

4.27.5.3.2. Daily commutes shall not exceed one hour each way. If a daily commute is longer than one hour each way, Contractor shall provide local accommodations that shall be used when on Company service or a different engineer shall be assigned to maintain aircraft provided for UA service. Alternatively, if it does not impede aircraft availability for UA service, the engineer’s work shift may be reduced by the amount of time spent in round-trip commute greater than two hours.

4.27.5.3.3. Where an engineer commutes to a work site for a multi-day Company assignment and that commute is greater than two hours, the engineer shall either:

4.27.5.3.3.1. report no later than 9 hours prior to commencing Company service and shall be provided local accommodations in order to achieve no less than 8 hours of local rest, or;

4.27.5.3.3.2. work a reduced shift of no more than 12 hours adjusted for the time spent in the commute that exceeds two hours, i.e. maximum work shift = 14 hours - total time spent in commute to work site.

5. MAINTENANCE REQUIREMENTS

5.1. Organisation and Management

5.1.1.Staffing Levels

5.1.1.1. The Contractor shall ensure that maintenance organizations used by the Contractor employ the necessary personnel to manage, plan, perform, supervise, inspect and release the work to be performed, and have procedures acceptable to the State of Registry/NAA granting the approval that ensure proper maintenance practices and compliancy with all relevant requirements.

5.1.1.2. The Contractor shall not permit a person to perform maintenance on an aircraft unless the person is an employee of the Contractor or has been authorized to perform the work under the terms of a written maintenance agreement or other form of authorization specified in the company operations manual.

5.1.1.3. The Contractor shall include procedures in the company operations manual for flight crew to obtain aircraft maintenance services when away from home base.

5.1.1.4. The Contractor shall ensure that its maintenance organization has a process to ensure the availability of facilities, data, equipment, supplies and spares needed to control all required maintenance.

5.1.1.5. The Contractor shall have a process to ensure that maintenance organizations used by the Contractor comply with all relevant regulations, either by establishing an independent Quality Assurance (QA) system to monitor compliance with and adequacy of the procedures, or by providing an independent system of inspection to ensure that all maintenance and administration is properly performed and continues to comply with these standards.

5.1.1.6. A complete description of maintenance staffing shall be submitted by the Contractor describing number of personnel at each maintenance work site, roles, multiple roles held by an individual, normal shift periods, days on shift and days off at site, maximum duty hours while on shift, etc. A tool for this documentation is available from UA Aviation Logistics and should be reviewed with SAI for compliance.

5.1.1.7. Contractor shall ensure that for local and remote operations, sufficient approved maintenance personnel are assigned to be able to conduct Completion of Independent / Duplicate Inspections / Required Inspection Items (RII) without utilizing pilots for these tasks, and without delaying Company operations to bring in an inspector from another location. The minimum number of appropriately licensed maintenance personnel for field maintenance operations shall be two, and at least one shall be approved as an Independent Inspector.

5.2. Manuals, Documentation and Records

5.2.1.The Contractor shall provide all applicable maintenance and operation personnel with a Maintenance Management Manual (MMM) or equivalent acceptable to the State of

Registry/NAA and shall have a process to ensure that all amendments to the MMM are approved by the State of Registry/NAA and are furnished promptly to all organizations, personnel and end users to whom the maintenance program has been issued. (e.g. Line Stations, suppliers, others).

5.2.2.If maintenance is contracted to outside organizations, the Contractor shall have a process to ensure that the MMM, which may be issued in separate parts, contains details of the maintenance agreement that exists between the Contractor and the AMO.

5.2.3.The Contractor shall have a process to identify the current revision status of all applicable technical data and documentation.

5.2.4.The Contractor shall have a current list of organizations approved to perform maintenance on the Contractor's aircraft, engines, components, or parts.

5.2.5.In addition, the Contractor shall:

5.2.5.1. Have a process to ensure that maintenance organizations used by the Contractor have a documented auditor training/qualification program.

5.2.5.2. Have a process to ensure that no new or used part is installed on an aeronautical product, unless the part meets the applicable standards of airworthiness.

5.2.5.3. Have a program that ensures that an aircraft logbook or an approved equivalent is maintained for all aircraft operations.

5.2.5.4. Have a process to ensure that entries in the aircraft logbook are current and cannot be erased. Errors that are corrected shall remain readable and identifiable.

5.2.5.5. Maintain records of Airworthiness Directives (ADs) and Service Bulletins (SBs) or equivalents accomplished in accordance with the applicable requirements prescribed in the organizations MMM.

5.2.5.6. Have a process for maintaining records of the total time in service of the aircraft, engines and life-limited components.

5.3. Completion of Independent/Duplicate Inspections/Required Inspection Items (RII) and Contractor defined Critical Task or Vital Point Inspections

5.3.1.After any disturbance or dis-assembly of any flight safety sensitive maintenance tasks, critical tasks or vital points in an aircraft, independent or duplicate inspections shall be carried out and certified by two appropriately qualified persons, before the next flight. Where applicable the inspections shall include correct assembly and locking, additionally with respect to control systems freedom and range of movement, in the correct sense throughout the full range.

5.3.2.In all cases the first signatory shall hold certification privileges for that aircraft type in order to make a Certificate of Release to Service (CRS) or equivalent on that type.

5.3.3.The second signatory shall be able to demonstrate that they are competent and qualified to complete the independent or duplicate inspection by either:

5.3.3.1. Holding certification privileges for that aircraft type (as per first signatory); or,5.3.3.2. Providing evidence of suitable training and relevant experience to certify that

level of independent or duplicate inspection.

5.3.4. The use of pilots to act as the second signatory is solely intended to return an aircraft to a maintenance location from a non-maintenance site. Field maintenance in support of seismic, helirig, aerial survey operations and other temporary project support shall be adequately staffed

5.3.5.A written statement heading the certification of the task requiring an independent or duplicate inspection shall include a description of the disturbance to the control/vital point

and a scope of what is to be checked, i.e. from point to point. The second signatory shall physically check the aircraft throughout the scope of the work done that requires the independent inspection. This shall be done only after the first signatory has completed the task and completed a check of the system in line with the stated scope of the independent inspection.

5.3.6.When away from the normal maintenance base, a Pilot may exceptionally act as the second signatory provided that this is permitted and within the scope defined within the Operating Company’s procedures and approved by the regulatory authority where required. This will typically be inspections of simple assembly and locking occasioned by limited disturbances of control runs. The Contractor shall define what minor tasks qualify as suitable for second signatory action by Pilots and give them training appropriate to the task using a documented syllabus that should be repeated at least every 3 years.

5.3.7.The process for control of independent inspections shall be documented in the company MMM and/or Maintenance Organization Exposition. Inspection approval should only be given where the signatory has completed a Manufacturers or approved company training course.

5.3.8.The Table below details the requirements for independent inspections in terms of minimum qualifications required for the personnel carrying out the work.

Scope of work First Inspector Independent InspectorDetailed inspection of complex assembly and locking for correct sense and range of movement, assembly to specific manufacturer’s instructions – may involve stage checks.

Type Engineer or equivalent Type Engineer or equivalent

Inspection of assembly and locking for correct sense and range of movement – may involve stage checks.

Type Engineer or equivalent Licensed engineer or equivalent trained to company syllabus

Simple check of assembly and locking

Type Engineer or equivalent Pilot trained to company syllabus

5.3.8.1. NOTE: 1. It is not acceptable for an engineer to re-inspect his own work; 5.3.8.2. 2. It is not acceptable for the Engineer who signs the release certificate to show

the person performing the independent check how to perform the inspection at the time the work is completed

5.4. Aircraft Minimum Equipment List (MEL)

5.4.1.Flight crews and maintenance personnel shall always have available for reference an aircraft Minimum Equipment List (MEL) or Minimum Departure Standard (MDS) for the appropriate aircraft type and these shall be approved by the local airworthiness authority. Where a MEL is not available, full equipment serviceability shall be required.

5.5. Airworthiness

5.5.1.Only aircraft having a valid Certificate of Airworthiness (CoA), and Certificate of Release to Service (CRS) or equivalent, shall be used.

5.6. Airworthiness Directives, Alert Service Bulletins and Service Bulletins

5.6.1.The Contractor shall have a process to obtain and assess continuing airworthiness information such as Airworthiness Directives (ADs), Alert Service Bulletins and

recommendations from the organizations responsible for the type design and shall implement the resulting actions considered necessary, in accordance with a procedure acceptable to the State of Registry/NAA. More specifically:

5.6.1.1. The Aviation Authority to which the aircraft is registered may grant an Alternative Method of Compliance, to an Airworthiness Directive. Any Alternative Method of Compliance to an Airworthiness Directive that affects an aircraft owned, leased or on sole use contract to the Shell Group of companies shall be reviewed and approved by SAI prior to its use.

5.6.1.2. Alert Service Bulletins, applicable to aircraft that are owned, leased or on contract to the Shell Group of companies, shall be complied with within the specified timescale.

5.6.1.3. Service Bulletins, classified as Mandatory, applicable to aircraft that are owned, leased or on contract to the Shell Group of companies, shall be complied with within the specified timescale.

5.7. Contracted Maintenance

5.7.1.The Contractor shall have a control process to ensure that no person or organization performs maintenance on the Contractor's aircraft, engines, components, or parts, unless:

5.7.2.The person or organization has adequate facilities, equipment, spare parts and personnel available at the site where the maintenance is to be performed;

5.7.3.The person or organization holds an Approved Maintenance Organization or a Repair Station Certificate or equivalent.

5.7.4.The Contractor shall have a system for the surveillance of contracted maintenance.

5.8. Maintenance Program

5.8.1.The Contractor shall have a process to ensure it does not operate an aircraft unless it is maintained to an approved maintenance program and released to service by an Approved Maintenance Organization. The design and application of the maintenance program shall observe human factors principles.

5.8.2.The Contractor shall have a procedure for ensuring that maintenance releases are completed and signed to certify that the work performed has been completed satisfactorily and in accordance with the procedures described in the applicable MMM.

5.8.3.The Contractor shall have procedures for maintenance control and technical dispatch to ensure that aircraft are not operated unless they are:

5.8.3.1. Airworthy;5.8.3.2. Appropriately equipped, configured and maintained for their intended use;5.8.3.3. Maintained in accordance with the Approved Maintenance Program and the

Contractor's MMM.

5.8.4.The Contractor shall have a process to ensure that MEL/MDS restricted items are being tracked and corrected within the required time intervals.

5.8.5.The Contractor shall have a process to ensure all modifications and repairs carried out comply with airworthiness requirements acceptable to the State of Registry/NAA and that procedures are established to ensure that technical records supporting compliance with the airworthiness requirements are retained.

5.8.6.The Contractor shall ensure that the defect recording system includes a method to clearly highlight recurring defects to flight crews and the maintenance organization at all bases

where the aircraft is operated. The Contractor is responsible for identifying defects as recurring defects and notifying maintenance personnel, in order to avoid the duplication of unsuccessful attempts at rectification.

5.8.7.The Contractor shall have a system for forecasting and tracking required maintenance activities and for tracking hours, cycles, and calendar time for aircraft, engines and life-limited components

5.8.8.If applicable, the Contractor shall ensure that their Contractor Certificate or equivalent includes the approval for ETOPS operations and that an approved ETOPS Program shall include a process for monitoring reliability and in-flight shutdowns.

5.8.9.The Contractor shall have a maintenance program that ensures the periodic conduct of operational checks and evaluations of recordings from the Flight Data Recorder (FDR) and Cockpit Voice Recorder (CVR) to ensure the continued serviceability of the recorders as required by regulation.

5.8.10. Contractors shall have working at height policies that meet the requirements of the Shell Life Saving Rule # 6. The following requirements shall be met unless modified with agreement from the UA Regional Aviation Manager:

5.8.10.1. Applicability:5.8.10.1.1. Controls are mandatory for contractors and subcontractors providing

direct support to Shell operations where man-hours are collected for maintenance operations.

5.8.10.1.2. Controls are recommended in pooled maintenance activities (Shell & non-Shell) where man-hours are not collected for maintenance operations.

5.8.10.1.3. Controls apply to both maintenance personnel and pilots.

5.8.10.2. Definitions:

5.8.10.2.1. Working at height is defined where the head or torso of the person working is higher than 1.8 Meters above the ground.

5.8.10.2.2. Fall restraint consists of equipment used to keep an employee from reaching a fall point, such as the edge of an elevated working surface. They include guardrails and toe boards. The protective environment provided by a work stand with guardrails is a fall restraint. A tie off system that "restrains" the employee from falling off an elevated working surface is another type of fall restraint.

5.8.10.2.3. Fall arrest means a system used to arrest an employee in a fall from a working level. It consists of an anchor point, connectors, a body belt or body harness and may include a lanyard, deceleration device, lifeline, or suitable combinations of these.

5.8.10.3. General requirements:

5.8.10.3.1. When working at height outside of a fall restraint system a bump cap or helmet shall be worn. The bump cap or helmet shall be donned before leaving the protected environment of a work stand to work on the aircraft fuselage.

5.8.10.3.2. When working at height outside of a fall restraint system a safety observer shall be provided to ensure a rapid response in case of a fall.

5.8.10.3.3. When climbing on aircraft and other equipment personnel shall maintain three points of contact.

5.8.10.3.4. Work stand use is required when working at height is conducted on a hard surface area, work stand use is appropriate to the task, and a device is available. The work stand shall have appropriate guardrails and toe boards and shall conform to the shape of the aircraft sufficiently to prevent falls between the work stand and the fuselage.

5.8.10.3.5. Working at height rules and warning signage shall be prominently displayed in hangar bays.

5.8.10.4. Airplane providers:

5.8.10.4.1. Fall arrest systems shall be utilized in hangars where working at height is performed on aircraft provided for Shell use.

5.9. Maintenance Compliance Monitoring

5.9.1.All Contractors chartered by Shell Group shall have in place a Maintenance Compliance Monitoring program. As a minimum requirement, one different work process per month, per contracted operating base and/or central maintenance facility, should be subject to Compliance Monitoring These work processes shall be from: ramp handling, defect rectification, scheduled maintenance, daily servicing and refuelling. Contractors are to ensure that this process is not conducted by the same individuals (neither supervisor nor technician) on each occasion but is rotated through the work force in order to ensure that a wide cross section of experience, knowledge and working practices are monitored.

5.10. Health and Usage Monitoring Systems (HUMS)

5.10.1. Where there is a contract requirement to fit HUMS, HUMS program management shall be in accordance with the guidelines contained in UK CAA Publication CAP 753, provided this does not contravene any national regulatory guidelines for the management of HUMS, which would take precedence.

5.11. Tools

5.11.1. Tool Control - The Contractor shall have in place a system for the control of all tools that are used on aircraft. The following criteria shall be met:

5.11.1.1. All tools, personal or owned by the Contractor, shall be secured in locked tool kits or in a controlled tool store (which may be part of the Contractor’s Stores system) when not in use;

5.11.1.2. All tools, whether owned by the Contractor or personal tools, shall be marked with a unique identifier such that they can be traced to their owner or and/or tool kit;

5.11.1.3. When tools are issued from the tool store the Contractor shall have in place a system for tracking these tools;

5.11.1.4. Personal tool kits shall be arranged in such a manner that it is immediately obvious if a tool is missing;

5.11.1.5. All personal tool kits shall have a contents list. An annual check of the tool kit for contents and serviceability against this check list should be carried out and recorded – any unserviceable tools should be identified on this list;

5.11.1.6. The Contractor shall have in place a system to ensure that all tools are accounted for following maintenance and prior to an aircraft being released for service;

5.11.1.7. Tools used on aircraft should not be used for other purposes; 5.11.1.8. Contractors shall have in place a documented Lost Tool procedure; 5.11.1.9. The Contractor shall ensure that any sub-contractors working on the Contractors

premises shall comply with these tool control requirements.

5.11.2. Tools shall be inventoried at the beginning of each maintenance action, and shall be inventoried and accounted for prior to an aircraft being released to service. These inventories shall be documented in an auditable form.

5.11.3. All tools shall be secured when not in use and Contractor shall implement a policy prohibiting the undocumented borrowing of personal tools which could render the control and accounting of tools ineffective.

5.11.4. In the event that a tool cannot be accounted for, any aircraft provided for UA service shall be removed from service if there is any cause to believe that the tool may have been left on that aircraft, which shall include the possibility of undocumented borrowing of tools. The aircraft shall not be returned to service until a thorough inspection has been conducted to confirm that the missing tool was not left on the aircraft being provided for UA service.

5.11.5. Tooling and Calibration System - The Contractor shall have a process to ensure that any maintenance organization used by the Contractor has procedures to control and document the calibration and records of all calibrated tools, including personnel own tools.

5.11.6. Special Tooling - Only special tooling or test equipment approved by the aircraft or engine manufacturer, or its equivalent, shall be used to perform maintenance on an aircraft unless the use of alternative tooling is agreed by a competent authority and documented.

5.12. Foreign Object Damage Prevention

5.12.1. Foreign Object Damage (FOD) is defined as any damage caused to aircraft or its components by any substances or assemblies that have been allowed to invade the aircraft or aircraft components.

5.12.2. The Contractor shall have in place procedures for the control of FOD during maintenance operations, engine running and flight line activities. These procedures shall include, but not be limited to:

5.12.2.1. Ensuring that all components not fitted to aircraft shall be fitted with blanks and covers where appropriate;

5.12.2.2. During maintenance any components, pipes and electrical connectors are fitted with covers or blanks when on aircraft and exposed;

5.12.2.3. Work areas are maintained in a clean and tidy condition; 5.12.2.4. During and after maintenance all cleaning materials are accounted for; 5.12.2.5. All equipment, tools and components shall be inspected prior to use on aircraft to

ensure that they are free from foreign objects.

5.13. Materials, Housing and Facilities

5.13.1. The Contractor shall have a process to ensure that any maintenance organisation used by the Contractor has adequate facilities and an appropriate working environment for the task to be performed.

5.13.2. The Contractor shall have a procedure for maintaining detailed information on the various locations where aircraft maintenance is to be performed. The scope of work to be performed at each of the facilities shall be included in the MMM.

5.13.3. Unless maintenance is contracted to an approved maintenance organization, the Contractor shall have facilities appropriate to the maintenance program for the storage of parts, equipment, tools and material. Those storage conditions shall be secure and prevent the deterioration and damage of stored items.

5.13.4. The Contractor shall have a process to ensure that any maintenance organisation used by the Contractor has a shelf-life program for applicable stored items that includes a requirement for the shelf-life limit to be controlled and displayed.

5.13.5. The Contractor shall have a process to ensure that the maintenance organisation used by the Contractor has a secure quarantine area for rejected parts and materials awaiting disposition.

5.13.6. Contractors shall have a process for the quality inspection of all parts and consumables upon receipt from their supplier. All rejected parts and consumables shall be stored in the secure quarantine area until returned for credit, or properly disposed of in a way that precludes their inadvertent use in maintenance.

5.13.7. Parts and consumables that rely upon undamaged packaging for shelf-life assurance (such as packaged O-rings) shall be inspected to ensure that the packaging is not damaged and that it has not been pierced during handling or through inadvertent stapling or other action. Such parts and consumables shall be rejected upon receipt if damaged packaging is detected.

5.14. Security

5.14.1. The Contractor shall establish, maintain and carry out a security program that is proportionate to the threat against the Contractor, its personnel, aircraft, facilities and passengers.

5.14.2. The security program shall include a process to assess threats and vulnerabilities, preventive measures designed to reduce vulnerabilities and deter and prevent the commission of unlawful acts, responsive measures to be taken when an unlawful act has been committed against the Contractor, and appropriate training and testing of personnel involved.

6. AIRCRAFT OPERATIONS ROTARY WING 6.1. HOSTILE AND NON-HOSTILE ENVIRONMENTS

6.1.1.All offshore helicopter operations shall be deemed to be Hostile unless otherwise specifically agreed by Company. Similarly, the majority of contracted onshore helicopter operations shall also be deemed to be Hostile. The definition of Hostile and Non-Hostile operating environments is as follows:

6.1.1.1. Hostile environment: An environment in which:6.1.1.1.1. A safe forced landing cannot be accomplished because the surface is

inadequate; or6.1.1.1.2. The helicopter occupants cannot be protected adequately from the

elements; or6.1.1.1.3. Search and rescue response/ capability is not provided consistent with

anticipated exposure; or6.1.1.1.4. There is an unacceptable risk of endangering persons or property on the

ground.

6.1.1.2. In any case, the following areas shall be considered hostile:6.1.1.2.1. All over-water flights; and6.1.1.2.2. Those parts of a congested area without adequate safe forced landing

areas.

6.1.1.3. Non-hostile environment: An environment in which:6.1.1.3.1. A safe forced landing can be accomplished; and6.1.1.3.2. The occupants can be protected from the elements; and6.1.1.3.3. Search and rescue response/ capability is provided consistent with the

anticipated exposure.

6.1.1.3.4. In any case, water landings in other than float planes are not considered to provide a safe forced landing due to the risk of capsize; and

6.1.1.3.5. Those parts of a congested area with adequate safe forced landings areas shall be considered non-hostile.

6.1.2.Exceptions to “hostile‟ operating requirements will only be considered when the Shell contracting company and helicopter Contractor can demonstrate that there is a lower and acceptable level of risk. This may be achieved by conducting a suitable risk assessment. An acceptable means of compliance in this respect would be the production of a Safety Case supported by an ALARP analysis, together with a suite of additional local controls including, for example, the adoption of Enhanced Operational Control Procedures. This shall be subject to review by Company prior to commencement of the operation.

6.2. Helicopter Performance Classes

6.2.1.Where technically feasible and economically justifiable operations shall be conducted in Performance Class 1 (full engine failure accountability).

6.3. Fuel planning

6.3.1.While parameters covering all circumstances cannot be clearly laid down, the following is to be used as guidance for fuel planning unless otherwise exceeded by relevant regulations or Operating Manuals.

6.3.2.Fuel Requirements

6.3.3.Fuel shall be sufficient for the leg to destination plus:

VFR flights in a non-hostile environment (excludes all offshore operations)

IFR flights or VFR flights in a hostile environment and all offshore operations

a. Additional fuel based on the rules of the State of the Contractor but normally 5% of the planned trip fuel (see Note 1), plus:

b. Additional fuel based on the rules of the State of the Contractor but normally 10% of the planned trip fuel (see Note 1), plus:

c. Fuel for a missed approach at destination, plus transit and approach and landing at alternate, plus;

d. Fuel for a missed approach at destination, plus transit and approach and landing at alternate. (NB. Plus 10% for helicopters operating to or from helidecks located in a hostile environment), plus;

e. If operating by day with reference to visual landmarks, 20 minutes fuel at best range speed. If not, fuel for 30 minutes at holding speed above the destination, plus;

f. Fuel to fly for 30 minutes at holding speed at 1500 feet above the destination, plus;

g. Extra fuel, at the discretion of the commander h. Extra fuel, at the discretion of the commander

6.3.3.1. Note:6.3.3.2. Use of the lower of these requirements shall be justified only by a risk

assessment based on an analysis of low fuel incidents in the operating area;6.3.3.3. A contingency should also be allowed for start-up and taxi;6.3.3.4. Fuel computations for the leg to the alternate should be calculated at the low

altitude cruise fuel consumption if this is likely to be the case;6.3.3.5. Holding fuel is computed at holding speed.6.3.3.6. The above requirements are in addition to unusable fuel as listed in the aircraft

Flight Manual.

6.3.4. In addition to the previous requirements:

6.3.5. For the following missions:

6.3.5.1. A contingency shall also be allowed for start-up and taxi.6.3.5.2. Fuel computations for the leg to the alternate should be calculated at the low

altitude cruise fuel consumption if this is likely to be the case.6.3.5.3. Holding fuel is computed at holding speed.

6.3.5.4. The above requirements are in addition to unusable fuel as listed in the aircraft Flight Manual.

6.3.5.5. Helicopter External Transport System (HETS)6.3.5.6. Fuel shall be sufficient for the leg to the extraction site and return to the recovery

landing area where fuel is available plus:6.3.5.6.1. Additional fuel based on the rules of the State of the Contractor or 5% of

the planned trip fuel whichever is greater, plus:6.3.5.6.2. Fuel for the insertion of the technician, additional return trips for any

other equipment required, HOGE hover during preparation for patient extraction, plus;

6.3.5.6.3. 20 minutes fuel at planned transport speed, plus;6.3.5.6.4. Extra fuel, at the discretion of the commander

6.3.6. Offshore SAR & hoist Medevac operations

6.3.6.1. Fuel shall be sufficient for the leg to the rescue area and return to planned patient transfer point plus:

6.3.6.2. Additional fuel based on the rules of the State of the Contractor, or fuel to fly for 30 minutes at cruise speed at the planned altitude, or 10% of the planned trip fuel whichever is greater, plus:

6.3.6.3. Fuel to fly for 30 minutes at holding speed at 1500 feet above the rescue area, plus;

6.3.6.4. Fuel to conduct a search for survivors and to conduct the necessary hoist operations at anticipated hoist speed and interval for the number of anticipated survivors, plus;

6.3.6.5. Fuel for a missed approach at planned patient transfer point, plus transit and approach and landing at alternate, plus;

6.3.6.6. Extra fuel, at the discretion of the commander

6.3.7. Helirig and Seismic support

Not applicable to this contract.

6.3.8. VFR Weather Minima

Flight Regime Minimum Operating Height

1

Cloud Base (feet)

Visibility (SM) 4 Requirements to fly given these VFR weather minimums 2

Offshore - day 500 Feet 3, 4 600 Feet 3 SM 3,4

400 Feet 500 feet 1/2 SM Offshore helicopter

interfield use only if visual contact is maintained with other facilities.

Overland – day 500 Feet 3 600 Feet 3 SM 3

All Night Ops Night Flights should be flown using only IFR procedures and minimums where available, otherwise the VFR

minimum shall be a cloud base of 1000 feet with 100 feet of vertical cloud clearance and 3 SM visibility.

Twin-engine IFR certified helicopter

with dual IFR-night current

crew. All night flights should

utilize IFR cockpit procedures for takeoffs and

landings.

6.3.9.Notes:6.3.9.1. The minimum operating height refers to the height Above Ground Level (AGL) for

overland flights, and the height Above Mean Sea Level (AMSL) for offshore flights;6.3.9.2. VFR Flights shall not depart or continue if the weather conditions at departure,

en-route or the destination are below the above stated minimum;6.3.9.3. Minimum operating height for Day VFR less than a ceiling to 600 feet (inclusion

of 100 feet of cloud clearance) and visibility to 2 SM may be allowed if the procedures are authorized by the Head of Aircraft Services or Aviation Focal Point;

6.3.9.4. When lower minimums are used, only twin-engine IFR certified with a dual Pilot IFR current crew shall be used

6.4. Use of Offshore Alternates

6.4.1.The reliance on offshore installations as alternates shall be avoided wherever possible and shall only be acceptable in certain circumstances when there is no onshore alternate available for either a visual or instrument approach. Use of offshore alternate for IFR & VFR flight shall be used in accordance with paragraph 6.12. Flight preparation and pre flight. Company’s advice shall be sought, especially for long-term requirements. If this is not possible due to time constraints for “one off” flights, authorization of the Shell Company’s senior management shall be obtained after the flight requirement is confirmed and a risk analysis carried out.

6.5. Conditions for the use of an offshore alternate

6.5.1.As a minimum, the following conditions shall be met:

6.5.1.1. A Point of No Return (PNR) shall be calculated as part of the flight planning process and an offshore alternate shall be used only after a PNR. Prior to PNR, onshore alternates shall be used;

6.5.1.2. To address the event of an engine failure beyond the PNR, one engine inoperative landing capability shall be attainable at both the destination and alternate. This will require the Contractor to establish and document procedures for offshore OEI landings and include these procedures in initial and recurrent Pilot training. Procedures should include calculation and application of minimum approach speeds based on arrival weight and conditions;

6.5.1.3. Deck availability shall be guaranteed. For each proposed helicopter type to be used, the dimensions, configuration and obstacle clearance of individual helidecks, or other sites, shall be assessed, and the effect of the wind direction and strength, and turbulence established, in order to establish operational suitability for use as an alternate;

6.5.1.4. Possible use by multiple aircraft of same alternate platforms shall be co-ordinated by dispatch authority.

6.5.1.4.1. Weather minima shall be established taking accuracy and reliability of meteorological information into account. The area forecast shall indicate that, during a period commencing one hour before and ending one hour after the expected of arrival at the destination and offshore alternate, the weather conditions will be at or above the VFR weather minima specified in paragraph 5.6.2.

6.5.2.The helicopter enhanced Minimum Equipment List shall reflect essential requirements for this type of operation;

6.5.3.An offshore alternate shall not be selected unless the Contractor has published a procedure in the Operations Manual approved by the regulatory Authority;

6.5.4.When operating offshore, any spare payload capacity shall be used to carry additional fuel if it would facilitate the use of an onshore alternate;

6.5.5.Before passing the point of no return (PNR), the following actions shall have been completed:

6.5.5.1.1. Confirmation that navigation to the destination and offshore alternate can be assured;

6.5.5.1.2. Radio contact with the destination and offshore alternate (or master station) has been established;

6.5.5.1.3. The landing forecast at the destination and offshore alternate has been obtained and confirmed to be above the required minima;

6.5.5.1.4. The requirement for one engine inoperative landing has been checked to ensure that they can be met;

6.5.5.1.5. To the extent possible, having regard to information on current and forecast use of the offshore alternate and on conditions prevailing, the availability of the offshore alternate shall be guaranteed by the duty holder (the rig Contractor in the case of fixed installations and the owner in the case of mobiles) until landing at the destination, or the offshore alternate, has been achieved (or until offshore shuttling has been completed).

6.6. Composition of Flight Crew

6.6.1.VFR

6.6.1.1. Single Engine - 16.6.1.2. Multi Engine <5700 kgs - 2*6.6.1.3. Multi Engine >5700kg - 2

6.6.2.IFR and Night

6.6.2.1. Single Engine - Not permitted on Shell Operations6.6.2.2. Multi Engine <5700 kgs - 26.6.2.3. Multi Engine >5700kg - 2

6.6.3.Exceptionally one Pilot may be utilized for “non-hostile” operations provided the aircraft is certified for single Pilot operations and performance/requirements dictate e.g. single blind flying panel or because of the special payload demands for a specific task. All cases of proposed single Pilot operation shall be referred to the company.

6.6.4.Two Pilot operations

6.6.5.Two Pilot operations shall always be required for:

6.6.5.1. IFR operations;6.6.5.2. Operations into an offshore “hostile” environment as defined in paragraph 6.1;6.6.5.3. Where the maximum approved passenger seating configuration is more than 9;6.6.5.4. When mandated by the regulatory authority.

6.6.6.Single Pilot operations

6.6.7.Where aircraft are certified for single Pilot operations and, in the view of Company, are practically operable by a single Pilot under “non-hostile” conditions, then this mode of operation may be permitted. Among the factors affecting the decision are:

6.6.7.1. Workload;6.6.7.2. Weather Conditions;6.6.7.3. Whether flights are conducted by day or night;6.6.7.4. Whether flights are conducted under Instrument Flight Rules;6.6.7.5. Traffic density;6.6.7.6. Aircraft equipment (and the interface with approach and en-route aids) and

whether an operative approved autoPilot system is fitted;6.6.7.7. Length and nature of intended flights;6.6.7.8. Whether flights involve departure or arrival at major Control Zones.

6.6.8.Limited single Pilot operations are currently permitted in both Canada and USA.

6.7. Flying Hour Limits – Maximum

6.7.1.For Ad-Hoc/Call-off contracts, where full application of these limits is not possible, at a minimum the 24 hour limit shall be observed and the business unit should request Pilots who meet the 7 and 28 day limit if available.

6.7.2.Summing the flying hour totals by calendar months is not permitted, as this may not give a true picture of cumulative fatigue on any particular day. Helicopter and Fixed Wing limits are not the same.

6.7.3.To ensure that Pilots are not overly exposed to fatigue while operating in support of Shell, the following gives the maximum flying hours acceptable to Shell. Flying hours shall be calculated on a rolling cumulative basis, based on consecutive days so that a rolling cumulative total may be established at any time.

6.7.3.1. Category -Helicopter6.7.3.2. Per year -9006.7.3.3. 3 x 28 days -2406.7.3.4. Per 28 days 806.7.3.5. Per 7 days 426.7.3.6. Per 24 hours

6.7.3.6.1. One Pilot - 76.7.3.6.2. Two Pilots -8

6.7.4.Consideration shall be given to reducing the above limits in the following circumstances:

6.7.4.1. Where there is a high frequency of landings, continuous underslung/helirig operations, high ambient temperatures without effective aircraft air conditioning, wearing of immersion suits, night flying and shuttling in night or IMC.

6.7.4.1.1. As an example for seismic and helirig long line operations single Pilot flight hours are to be restricted to 6 hours a day and two Pilots 7 hours a day.

6.7.4.1.2. Additionally for seismic and helirig long line operations, single Pilots are to have a break every 2 hours or every 15 lifts/drops, whichever limit is reached first. The break shall be at least 20 minutes. Rotors running refueling is not considered a break.

6.7.4.2. When wearing immersion suits, schedules which involve continuous flying in excess of 4½ hours shall include provisions for a break free of duty of at least 30 minutes not including a total of 30 minutes for immediate post and pre-flight duties. The break shall be scheduled prior to exceeding a total of 6 hours flying.

6.7.5.Helicopter Pilots may exceptionally fly up to 90 hours a month but 80 hours is the normal planning maximum except for Pilots on customized work cycles such as 6 weeks on/6 weeks off where it can be demonstrated that 90 hours in a single 28 day period is not excessive. In no case shall 240 hours in 3 consecutive 28-day periods be exceeded. Shell companies may reduce the maximum allowable hours to below the totals stated above to take account of local conditions.

6.7.6. Flying hour limits for ad hoc or short term service shall be applied as indicated in the following table:

Period of continuous service provision (Note 1)

Flight hour limit < 7 days 7 to 14 days 2 to 4 weeks

4 to 8 weeks > 8 weeks

Per year N/A N/A N/A N/A N/A3 x 28 days N/A N/A N/A N/A YesPer 28 days N/A Yes Yes Yes YesPer 7 days Yes Yes Yes Yes YesPer 24 hours (including notes for Flight Hour limit table)

Yes Yes Yes Yes Yes

6.7.7. Note 1: Service shall be considered continuous if an aircraft is dedicated to the Company, even if there are days during that period when no flying is conducted.

6.7.8. Note 2: The Contractor shall manage crew assignments to meet these requirements. Crew assigned to UA service shall be available to fly the maximum number of hours indicated in the table in paragraph 6.7.3 of this Attachment without exceeding a required flight time limit for the period of their assignment, including previous flight time from non-UA service. Some alleviation may be made at the discretion of the responsible UA Aviation Manager for short notice operations.

6.8. Flying Duty Periods (FDP) – Maximum

6.8.1.Flying Duty Periods are those hours when a Crew member is at work and includes time spent on administrative duties including time spent in travel to a work site while on company payroll (i.e. repositioning or deadheading).

6.8.2.The general rules which shall be applied to aircrew are as follows:

6.8.2.1. rest periods shall be a minimum of 12 hours. A formal schedule for rest periods shall be laid down. This may be reduced to 11 hours where accommodation is close to the place of work;

6.8.2.2. they shall not work more than 7 consecutive days between days off;6.8.2.3. they shall have not less than 2 consecutive days off in 14;6.8.2.4. Dispensation may be given if Crews are rostered to be on site for limited periods

interspersed with extended leave periods (e.g. 14 days on, 14 days off) but discretion will need to be tempered by the intensity and nature of the flying operation

6.8.2.5. they shall average at least 8 days off in each consecutive 5-week period averaged over 3 such periods;

6.8.2.6. a maximum limit of 12 hours FDP shall be required. These shall be reduced in the case of early morning or evening starts;

6.8.2.7. for split duties with less than 2 hours rest within the FDP no extension shall be allowed. With 2-3 hours rest, the FDP may be extended by one hour and with 3-10 hours rest, the FDP can be extended to half the consecutive hours rest, which shall not include the time for post and pre-flight duties. With more than 6 hours consecutive rest, suitable accommodation must be provided.

6.8.2.8. Records for duty and rest periods of all flying staff shall be kept and rostering staff shall make reference to the records before selecting a crew for a task.

6.8.2.9. For Ad hoc or call off contracts where full application of these limits is not possible, at a minimum the maximum FDP shall be observed while flying for Shell, and the pilot shall have 12 hours of uninterrupted rest (reducible as above) prior to reporting for duty on a Shell flight.

6.8.2.10. The Contractor shall have a process to monitor and control Crew member fatigue resulting from travel to work (commuting) from a non-local location while on days off. At a minimum, the Contractor shall ensure that Crew member travel while on days off during the 12 hours prior to reporting for duty does not exceed two hours, and that the Crew member has the opportunity for ten hours of actual rest local to the workplace. If necessary the Contractor shall require the Crew member to report to the work site no less than 11 hours prior to coming on duty for Shell charter and then be provided local accommodations

6.8.3.Flying duty periods/flying hour limits – sole use contracts

6.8.3.1. For sole use contracts a greater degree of control may be exercised by the Company. Guidance will be provided on limiting FDPs and daily flying hours by time of start, single or two Pilot operations, numbers of sectors and whether or not Pilots are acclimatized.

6.8.4. Crews on even-length continuous work rotations (i.e. 7 on & 7 off or 14 on & 14 off) in UA service shall observe the following requirements:

6.8.4.1. Crew assignments where regular flying is conducted without days off on site shall not be assigned longer than 14-day duty rotations.

6.8.4.2. Crew assignments for Sar or Medevac standby where only training and currency flights are conducted shall not be assigned longer than 21-day duty rotations without days off on site. Rotations longer than 21 days shall use the normal days off scheme.

6.8.4.3. Crew training and non-UA service during the UA scheduled off work periods shall be conducted in the days immediately following UA duty. Crew shall have no less than the following number of days off work immediately prior to reporting for Company duty.

Company work rotation Days off prior to reporting for Company rotation

7 / 7 5

14 / 14 10

21 / 21 14

6.8.5. While in Company service crews shall be provided:

6.8.5.1. one hour at the beginning of a crew duty period for preflight preparation, and;6.8.5.2. a minimum of ½ hour break near the middle of their duty period for a meal which

shall not start until the crew is at their meal, and;6.8.5.3. necessary breaks for personal comfort, and;6.8.5.4. at least ½ hour at the end of the duty period for post-flight duties.6.8.5.5. These times shall be included in the crew daily FDP total.

6.8.6. Two pilot operations using split or continuous duty periods which total more than 13 hours from beginning to end shall still comply with the minimum rest requirements. Next day start times shall be adjusted as necessary.

6.8.7. Crewmembers changing from day to duty to night duty, or from night duty to day duty, shall be provided no less than 24 hours off duty when making the shift change.

6.9. Maximum Cumulative Duty Hours

6.9.1.Duty hours are those hours when a crew member is available for work. Where a 14-day on/14-day off cycle has been adopted, only the 28 day limit shall apply in the following table:

6.9.2.Helicopter Pilot6.9.3.7 DAYS - 846.9.4.14 DAYS - NA6.9.5.28 DAYS - 200

6.9.6.Cabin Attendant6.9.7.7 DAYS - 846.9.8.14 DAYS - 1056.9.9.28 DAYS – 210

6.10. Cabin attendant limits shall be applied to SAR cabin crew.

6.11. Night Standby Duty

6.11.1. Shell companies often state a requirement for night stand-by duty and this will require additional Pilots to be made available to fulfill what is likely to be a very occasional commitment.

6.11.2. The principles to be observed are:

6.11.2.1. The maximum FDP/Flying Hours specified in paragraph 6.8 shall be observed.6.11.2.2. If the Pilots nominated for night standby duty are not used for such, and achieve

the minimum daily rest period, then they may be considered available for duty on the following day period. Otherwise, they will be due for 12 hours rest before recommencing duty.

6.11.3. Assigning night standby duty to crews performing regular day flying is prohibited in UA unless specifically authorized by the UA Regional Aviation Manager.

6.11.4. SAR/ Medevac crews assigned to 24 hour duty where allowed by regulation and where only training and currency flights are conducted shall have no less than 12 hours of on-call rest per 24 hour period which is reducible to 11 hours where accommodation is close to the place of work. When reducing the required 12 hour on-call rest period to 11 hours, the place of accommodation shall be no more than 30 minutes from the place of work under normal conditions. These requirements apply to both pilots and cabin crew.

6.12. Stabilized approach

6.12.1. An Air Contractor shall have a documented stabilized approach policy, which is implemented on all Shell contract flights. The policy shall be based on the following requirements, or equivalent when not applicable to specific helicopter types:

6.12.1.1. All flights shall be stabilized by 1000 feet above landing elevation in IMC and by 500 feet above landing elevation in VMC. Where the transit height is less than 500 feet above landing elevation, the aircraft shall be stabilized by 300 feet and 60 kts above the landing surface;

6.12.1.2. For ARA‟s and similar IFR to VFR low level approaches offshore, the aircraft is to be stabilized prior to reaching the LDP;

6.12.2. An approach is stabilized when all of the following criteria are met:

6.12.2.1. The aircraft is on the correct flight path;6.12.2.2. Only small changes in heading/power are required to maintain the correct flight

path;6.12.2.3. The aircraft is in the correct landing configuration;6.12.2.4. Sink rate is no greater than 500 feet per minute or as recommended by the

manufacturer if a higher rate: if an approach requires a sink rate greater than 500 feet per minute, a special briefing shall be conducted;

6.12.2.5. All briefings and checklists have been conducted;6.12.2.6. Specific types of approaches are stabilized if they also fulfill the following; ILS

approaches must be flown within one dot of the glide slope and localizer: a category II or Category III ILS approach must be flown within the expanded localizer band; during a circling approach, wings should be level on finals when the aircraft reaches 300 feet above the landing elevation;

6.12.2.7. Unique approach procedures or abnormal conditions requiring a deviation from the above element of a stabilized approach require a special briefing;

6.12.2.7.1. An approach that becomes un-stabilized below 500 feet above airport elevation in IMC or below 250 feet above airport elevation in VMC requires an immediate go-around;

6.12.2.7.2. The Contractor shall have a sterile cockpit policy in accordance with paragraph 4.21.3.

6.13. GUARDING FLIGHT CONTROLS

6.13.1. Although many helicopters now have very effective 4 axis auto-Pilots that are routinely used throughout the flight envelope, because of the very rapid response time required to successfully deal with a number of helicopter emergencies, Contractors are to have a policy requiring the Pilot Flying (PF), when in a coupled mode, to guard the controls at all times when not carrying out other essential tasks.

6.13.2. Guarding the controls is defined as having the hands resting in close proximity to, or lightly on the collective and cyclic.

6.14. PILOTS REMAINING AT THE CONTROLS OF THE HELICOPTER

6.14.1. The controls of a helicopter shall never be left unattended while either the engines are running or the rotors are turning and the practice of vacating helicopters before the rotors have stopped turning after the engines have shutdown is prohibited.

6.15. NIGHT OPERATIONS

6.15.1. Whenever operations dictate a requirement to fly helicopters at night, on a regular or emergency only basis, then these helicopters shall be equipped to a standard suitable for flight under Instrument Flight Rules.

6.15.2. Training and Recency requirements for night offshore operations are in Section 7 of this manual.

6.16. ROTORS RUNNING REFUELLING (RRRF)/HELICOPTER RAPID REFUELLING

6.16.1. Rotors Running Refueling may be authorized for both on and offshore operations. However, Contractor management should be aware of the additional risks involved and shall seek Company advice, giving sufficient notice for comment or to render practical assistance.

6.16.2. If it is an operational requirement to carry out Rotors Running Refueling the air Contractor shall ensure that there are written procedures and that all staff involved are adequately trained. Risks shall be further minimized by always using pressure (closed system) refueling where equipment and facilities are available. Rotors running gravity refueling may only be used on aircraft unable to accept pressure refueling or where the facility is not available offshore and where local legislation permits. In this case a „closed loop‟ system, in which fuel vapor is not expelled from the fuelling point is preferred. In any event, risk assessment shall be carried out taking into account procedures for containment of fuel spillage.

6.17. SIDEWAYS FACING SEATS

6.17.1. Sideways facing seats shall only be used when fitted with a shoulder harness on the forward side.

6.17.2. If this is not practical and the seats cannot be repositioned in either the forward or aft position, use of these seats shall be avoided during take-off and landing.

6.18. OFFSHORE OPERATIONS

6.18.1. Offshore/over-water flights (hostile & non-hostile environments)

6.18.1.1. An offshore or over-water flight is defined as any flight passing over water to a distance exceeding autorotative range for single engine aircraft and 10 minutes flying time (calculated at normal cruising speed) from shoreline for PC2 capable twin engine aircraft. Routine or regular flights to a location within 10 minutes flying time of the shoreline shall also be considered offshore or over water.

6.18.1.2. Offshore helicopter equipment fit requirements are detailed in Appendix 05A.

6.18.1.3. Offshore passenger equipment requirements are detailed in Section 8 of this attachment.

6.18.2. Rotor brake serviceability

6.18.2.1. Flights from shore to offshore shall not be permitted unless the helicopter has a serviceable rotorbrake on departure. Similarly, offshore in-field and inter-field flights shall not be permitted unless the rotorbrake is serviceable on departure; only direct flights from offshore to shore are permitted in order to return the helicopter back to base for rectification.

6.18.3. Helicopters based offshore

6.18.3.1. For helicopters based offshore, the normal maintenance requirements, standards and practices will continue to apply.

6.18.4. Ground taxi on offshore helidecks

6.18.4.1. Ground taxi on offshore helidecks shall not be conducted as a routine maneuver. Any repositioning to clear the tail rotor from access points or to align the aircraft for passenger/cargo loading or refueling shall normally be conducted in the hover, using the aiming circle as a maneuver reference and observing any cross wind limitations.

6.18.4.2. In exceptional circumstances, such as maneuvering for a second aircraft to land following unserviceability, ground taxi can be considered, but the Crew are to conduct a specific briefing, including notifying the HLO and are to consider the following points:

6.18.4.3. Actual wind speed and direction;6.18.4.4. Cross wind limitations;6.18.4.5. Risk of dynamic roll over;6.18.4.6. Obstacle clearance.

6.18.4.7. Repositioning shall only commence after a full stop landing (full down collective) has been completed and shall not be attempted if a helideck net is fitted.

6.18.4.8. For vessels and installations that have a purpose-designed helicopter parking area of hangar deck, the helicopter Contractor shall produce specific procedures for ground maneuvering aircraft at the facility.

6.19. OTHER SPECIALIST ROLES

6.20. The following specialist roles are currently approved, subject to the particular requirements associated with these activities being satisfied.

6.20.1. Winch operations 6.20.2. In offshore operations personnel transfers are occasionally achieved by helicopter, as is

the case for a limited number of onshore scenarios. Winching of personnel can result in additional risks and shall only be made after analysis of the hazards. Transfers shall normally be restricted to daylight hours.

6.20.3. Where a contract for winching is established, the Contractor shall publish a winching instruction which shall be provided to all vessels and platforms where winching could be performed.

6.20.4. Personnel transfer by winch6.20.4.1. The transfer of personnel by winch can generally be divided into two categories:

6.20.5. Crew change transfers6.20.5.1. Winching personnel to/from vessels by helicopter for crew changes or other

associated routine vessel activities shall be conducted in accordance with the International Chamber of Shipping (ICS) Guide.

6.20.5.2. Each Contractor undertaking winching operations for a Shell Company shall ensure that vessel & personnel involved in the operation are cognizant of the procedures contained in the ICS guide.

6.20.6. Emergency winching6.20.6.1. This may include winching of technical personnel for recovery of unserviceable

aircraft offshore;

6.20.6.2. Emergency winching of personnel via helicopters shall be performed using the guidelines in the Contractors approved Operations Manual;

6.20.6.3. Night emergency winching shall not be conducted unless:

6.20.6.3.1. The helicopter is properly equipped with items such as auto-hover for winching from the water or small vessels;

6.20.6.3.2. Conditions allow visual reference to a defined horizon or vessel/structure;6.20.6.3.3. The crew (including hoist Contractor) is trained and current as outlined in

their company Operations/Training Manual.

6.20.7. Helicopter performance for winching operations6.20.7.1. For all winching and winch training operations, the Contractor shall use twin-

engine helicopters capable of Hover Out of Ground Effect, One Engine Inoperative, (HOGE OEI) for the atmospheric conditions that exist at the time winching is conducted. Exceptions may be considered only in life threatening emergencies if:

6.20.7.1.1. Authorized by the local CAA;6.20.7.1.2. The Contractor has established crew actions for an engine failure that

minimizes the risk to occupants, personnel on the vessel, and on the winch line;6.20.7.1.3. Each crew member onboard the aircraft is in agreement to conduct the

operation, and;6.20.7.1.4. The vessel or facility has been notified and agreed to the conditions.

6.20.7.2. In calculating performance limitations for HOGE OEI, no credit shall be taken for forecast wind unless it exceeds 10 knots, in which case 50% of the forecast wind may

be taken into account. Calculations must include the weight on the winch and the person being winched.

6.20.8. Operational procedures6.20.8.1. Winching operations shall be conducted with a minimum crew of two Pilots and

one hoist Contractor.

6.20.8.2. The helicopter shall have an approved Flight Manual Supplement outlining the operation, limitations, and emergency procedures of the helicopter and hoist during hoisting operations.

6.20.8.3. The helicopter Contractor shall have an approved Helicopter/Ship Operations Manual or Operations Manual Supplement outlining the following:

6.20.8.3.1. Responsibilities of crewmembers;6.20.8.3.2. Equipment standards;6.20.8.3.3. Pre-flight responsibilities;6.20.8.3.4. Weather limitations;6.20.8.3.5. Communications;6.20.8.3.6. Procedures at winching area;6.20.8.3.7. Approach and departure procedures;6.20.8.3.8. Emergency procedures.

6.20.9. Training6.20.9.1. See Section 7 of this attachment for details of training requirements for Pilots,

winch Contractors and passengers.

6.20.10. Required equipment standards6.20.10.1. The minimum equipment shall consist of the following additional items required

for offshore flight:

6.20.10.1.1. Emergency cable cutters (not bolt cutters) to backup the electrically activated cutters;

6.20.10.1.2. Safety harness for winchman or other assistant;6.20.10.1.3. Static discharge equipment (as necessary);6.20.10.1.4. Lifting device or basket;6.20.10.1.5. Leather gloves;6.20.10.1.6. Harness cutting knife (protected edge).

6.20.10.2. Hoists and all associated equipment shall be maintained under a documented maintenance schedule prescribed in the Contractors approved maintenance program. This shall include testing of the winch on the aircraft at intervals not exceeding 2 months.

6.21. Marine Pilot transfer

Not applicable to this contract.

6.22. Heliportable land seismic operations

Not applicable to this contract.

6.23. External/underslung load operations

Not applicable to this contract.

6.24. Helirig operations

Not applicable to this contract.

6.25. Airborne geophysical survey requirements

Not applicable to this contract.

6.26. Aerial pipeline inspection

Not applicable to this contract.

6.27. Helicopter external transport system (HETS) - class D external load

Not applicable to this contract.

7. TRAINING

NOTE 1:  Aviation Contract Partners operating in Alaska shall comply with specific Alaska Venture training requirements.  Refer to the following web site prior to conducting any work for Shell’s Alaska Venture:

http://us.uacontractor.com/alaska/index.php

NOTE 2:  Aviation Contract Partners operating in Alaska shall develop a formal and recorded training scheme for flying in Arctic conditions.  The training syllabus shall cover at a minimum:  Snow / ice and cold weather considerations, unprepared site and on ice landings, flat light and white out procedures, and operating area familiarization and procedures including fuelling, communications and flight tracking.

NOTE 3:  Aviation Contract Partners operating in Alaska should also refer to IOGP Aircraft Management Guide, Cold Weather Aircraft Operations appendix, for additional guidance.

7.1. Flight Crew Training

7.1.1.General - The Contractor shall, for each person who is required to receive training, establish and maintain a record of:

7.1.1.1. the person's name and, where applicable, personnel license number, type and ratings;

7.1.1.2. if applicable, the person's medical category and the expiry date of that category;7.1.1.3. the dates on which the person successfully completed any required training, pilot

proficiency check or examination;7.1.1.4. information relating to any failure of the person to successfully complete any

required training, pilot proficiency check or to obtain any required qualification; and7.1.1.5. the type of aircraft or flight training equipment used for any training, pilot

proficiency check or required qualification.

7.2. Management

7.2.1. The Contractor shall establish a program to train all company personnel performing work under Shell contract on the requirements of that contract.

7.2.2.The Contractor shall require that all Instructors, Examiners, Line Check Airmen and flight crew, whether employed or subcontracted, are qualified and standardized for their assigned tasks, and are certified by the contractor and approved by the State when required.

7.2.3.The Contractor shall provide State approved ground, flight training and, where applicable, examination programs approved by the State, which require that all Instructors, Examiners, Line Check Airmen and flight crew (whether employed or subcontracted) are trained for their assigned tasks.

7.2.4.Ground and Flight Training programs shall include:7.2.4.1. Initial;7.2.4.2. Recurrent;7.2.4.3. Transition (conversion);7.2.4.4. Re-qualification;7.2.4.5. Upgrade to Commander;7.2.4.6. Recency;7.2.4.7. Familiarization;7.2.4.8. Differences or other specialized training.7.2.4.9. TCAS ll and TAWS response training where appropriate.

7.2.5.The Contractor shall have a process to support the introduction of:7.2.5.1. New policies, rules, instructions and procedures7.2.5.2. New aircraft types, systems and fleet modifications/upgrades.

7.2.6.The Contractor shall establish a system of periodic audits of the training organization to include all contracted training provisions (e.g., facilities, personnel, programs).

7.2.7.The Contractor shall monitor the results of all successful and unsuccessful Ground and Flight Training examinations.

7.2.8.The Contractor shall use trend analysis for training program improvement.

7.2.9.Prior to promotion to a more senior position pilots shall receive formal instruction in company procedures and responsibilities relevant to the new position.

7.2.10. Prior to promotion to a more senior position pilots shall also receive management training appropriate to their own level. The training shall be competency based, i.e. will be targeted to give the individual the required skills for the intended management position.

7.3. Documentation and Facilities

7.3.1.The Contractor shall retain training records and copies of pilot proficiency checks, or ensure that they are retained by the training service provider, for at least three years. The results of the most recent written examination completed by each pilot for each type of aircraft for which the pilot has a qualification shall also be retained.

7.3.2.The Contractor shall have a Training Manual, which includes training programs and syllabi.

7.3.3.The content of the Training Manual shall be updated to reflect current procedures and all operations personnel shall have easy access to the applicable sections of the current Training Manual.

7.3.4.The syllabus shall include: ground training, simulator training, aircraft training, examination and certification, Line Flying under Supervision, and any specialized training.

7.3.5.To maintain objectivity and integrity it is recommended that:7.3.5.1. training and examinations are conducted by separate organizations or by

different individuals within the same organization;

7.3.5.2. Instructors, Examiners, and Line Check Airmen are able to perform their work without inappropriate interference from management and/or external organizations.

7.3.6.The Contractor shall ensure that training facilities, devices and course materials shall reasonably reflect the configuration of the fleet(s) for which the respective training is being conducted.

7.4. Use of Synthetic Training Devices

7.4.1.Where a Synthetic Training Devices (STD) is available for the type, recurrent training for emergency and abnormal procedures that cannot be practised in the air shall be carried out in a STD at a frequency of not more than 12 months for aircrew on sole-use long term (12 months or greater) or repetitive short term contracts.

7.4.2.Where significant differences exist between type variants (such as analogue S76A+ and glass cockpit S76C++), the training is to take place on an STD of the variant flown for Shell contract.

7.4.3.Where an STD for the variant is not available, additional training on the actual aircraft variant is to be undertaken and Company is to be consulted on the syllabus.

7.4.4.The emphasis of this training shall also be in the development of CRM including practice of CRM principles. When appropriate, this shall be in the form of Line Oriented Flight Training (LOFT), the exercises for which shall be developed between the aircraft and the simulator Contractors themselves to provide “real time” exercises using simulated local operational, weather and environmental conditions.

7.4.5.Introduction of New Alternative Aircraft Type on Contract

7.4.5.1. Prior to the introduction into service of a new type on sole use or repetitive short term contract, which includes any type not currently on contract, type training that includes the use of Synthetic Training Devices (STD), where available for the type, shall be provided for all aircrew prior to commencing revenue flights. This should also be done for aircraft introduced for use on Ad hoc/Call Off contracts.

7.4.5.2. STDs shall be of a Standard acceptable to the Local Authority.

7.5. Proficiency Training

7.5.1.The Contractor shall require that all flight crew are trained in non-normal procedures, to include instructions in the use of all emergency and life-saving equipment required to be carried, coordination among crew members, and drills in the emergency evacuation from the aircraft.

7.5.2.Where the appropriate equipment is fitted, the Contractor shall require that all flight crew are trained and can demonstrate proficiency in procedures for aircraft upset and abnormal/unusual attitude recovery.

7.5.3.The Contractor shall require that all flight crew are trained and can demonstrate proficiency, as applicable, in:

7.5.3.1. Procedures to properly respond to TCAS/ACAS alerts;7.5.3.2. Terrain awareness procedures, including GPWS/EGPWS;7.5.3.3. The avoidance of Controlled Flight Into Terrain (CFIT).

7.5.4.The Contractor shall require that all flight crew are trained in:7.5.4.1. Adverse weather operations;7.5.4.2. CRM/ADM using specially trained facilitators during initial and recurrent training;7.5.4.3. The recognition of Dangerous Goods;

7.5.4.4. Emergency drills.

7.5.5.The Contractor shall require that all Captains have completed a Command Training Program.

7.5.6.Minimum Annual Training

7.5.6.1. Aircrew on sole use and repetitive short term contracts shall spend a minimum of five hours per pilot per year on recurrent training. This assumes 3 hours to cover base checks and instrument rating renewal and a minimum of 2 hours line checking, and may need to be extended depending on typical sector lengths flown. A proportion of the training may be carried out in full motion/visual flight simulators, where available.

7.5.7.Flight Emergency Procedures

7.5.7.1. The Contractor shall have a procedure in place within its training planning process to ensure that each Pilot covers the full range of in flight emergency procedures, for the type or types flown, over a set period not to exceed 2 years. It is expected that the more critical emergencies for the type will be covered at a greater frequency.

7.5.7.2. The full range of emergency procedures can be covered using the combination of six monthly or annual proficiency checks, instrument rating renewal and simulator training.

7.5.8.Six-Monthly Base Checks

7.5.8.1. The proficiency training term ‘Base Check’ may not be recognised by some Companies and States in which case the content of the Six-Monthly Base Check shall be included in the Annual Proficiency Check. Otherwise:

7.5.8.1.1. Each pilot shall be VFR and, if appropriate, IFR base checked every six months on all types of aircraft being flown by the pilot on contract. The IFR base check is fundamental to both IFR operations and night Medrescue. Where two types are operated, the two qualifying check rides may alternate every six months.

7.5.8.1.2. Where there is a requirement for night flying, whether on a routine or emergency only basis, then alternate base checks shall examine the pilot's proficiency in the handling of aircraft emergencies at night or IFR (checked in the simulator).

7.5.8.1.3. VFR base checks shall include normal operating drills with simulated emergencies followed by a written questionnaire based on the Flight and Operations Manuals and/or an oral discussion.

7.5.8.1.4. IFR base checks shall include single engine approaches and overshoots and other suitable emergencies, including recovery from unusual attitudes.

7.5.9.Annual Checks

7.5.9.1. The annual checks shall embrace the following:7.5.9.2. Instrument Rating Renewal - procedures are flown under simulated or actual

instrument conditions where the pilot under check has no visual reference outside the cockpit.

7.5.9.3. Line/Route Check - this is carried out during a normal revenue flight to ensure continued operating standards are maintained.

7.5.9.4. Emergency and survival checks - to cover evacuation drills and knowledge of safety equipment.

7.5.9.5. VFR only operations - an instrument check to ensure a minimum ability to maintain height, heading and airspeed, including during turning, and to recover from unusual attitudes, and also tracking to and from a navigational aid.

7.5.9.6. Questionnaire covering all aspects of both operational and technical knowledge.

7.6. Emergency and Survival Training

7.6.1.This training is required by all aircraft crew members and shall include instruction on the location and operation of all emergency equipment. During initial training and every two years thereafter, aircraft crew members shall perform the function or action, or obtain a suitable demonstration by other means e.g. audio-visual, for the following:

7.6.1.1. fire in the air and on the ground;7.6.1.2. use of fire extinguishers;7.6.1.3. operation and use of emergency exits;7.6.1.4. passenger preparation for an emergency landing/ditching;7.6.1.5. emergency evacuation procedures;7.6.1.6. donning and inflation of life preservers (when equipped);7.6.1.7. removal from stowage, deployment, inflation and boarding of life rafts (when

equipped);7.6.1.8. pilot incapacitation;7.6.1.9. unlawful interference, bomb threat and other security procedures;7.6.1.10. special emergency procedures when the aircraft is used on MEDEVAC

operations including7.6.1.11. patient evacuation in emergency situations; and7.6.1.12. passenger health emergencies.

7.6.2.Wet and Dry Dinghy Drill

7.6.2.1. For over-water operations, on conversion to type, wet and dry dinghy drill shall be carried out in addition to training in and checking of evacuation drills and knowledge of safety equipment. Thereafter, dry dinghy drill shall be carried out annually and wet dinghy drill on a 3-yearly basis.

7.6.3.Breathing Apparatus

7.6.3.1. Breathing apparatus shall be provided for crew use in case of fire and training on this equipment shall be conducted on a 3-yearly basis.

7.6.4.First Aid

7.6.4.1. Training in first aid shall be provided.7.6.4.2. First Aid Training - For sole use passenger carriage operations, at a minimum

pilot or (if provided) cabin attendant first aid training shall encompass:7.6.4.2.1. use of the items contained in the aircraft first aid kit;7.6.4.2.2. use of the aircraft AED if one is carried;7.6.4.2.3. the importance of protecting oneself and making the scene safe,

including the use of gloves and PPE;7.6.4.2.4. methods for determining responsiveness;7.6.4.2.5. identifying and clearing a blocked airway;7.6.4.2.6. either CPR certification or hands only CPR training;7.6.4.2.7. recognizing head and spine injuries and means of stabilizing the injured

person;7.6.4.2.8. stopping serious bleeding;7.6.4.2.9. treatment for shock.

7.6.5.HUET7.6.5.1. For Helicopter Crews Helicopter Underwater Escape Training (HUET) using a

HUET trainer shall be carried out at intervals not exceeding 4 years as detailed in paragraph 7.21.5.

7.6.6.High Altitude Training

7.6.6.1. High altitude (HAI) training is required for all flight crewmembers operating aircraft above 10,000 ft. ASL and is recommended for other crewmembers. It shall cover at least the following:

7.6.6.2. physiological phenomena in a low pressure environment, including:7.6.6.3. respiration,7.6.6.4. hypoxia,7.6.6.5. duration of consciousness at altitude without supplemental oxygen, and gas

expansion and gas bubble formation; and7.6.6.6. for pressurized aircraft phenomena associated with rapid or explosive loss of

pressurization including:7.6.6.6.1. most likely causes,7.6.6.6.2. noise;7.6.6.6.3. cabin temperature change;7.6.6.6.4. cabin fogging;7.6.6.6.5. effects on objects located near the point of fuselage failure;7.6.6.6.6. actions of flight crew members immediately following the event and the

likely resultant attitude.

7.7. Recency Checks After Absence

7.7.1.Recency checks for all pilots shall be carried out after 28 or more days absence from flying and may be carried out by any suitable Senior /Line Check Captain but preferably, the Chief Pilot or Training Captain.

7.7.2.For Captaincy the following limitations shall apply:7.7.2.1. 4 - 6 weeks:7.7.2.2. 1 flights as Co-Pilot (or with a line check Captain for single pilot a/c)

7.7.2.3. 6 - 12 weeks7.7.2.4. 1 flight with an Instructor 7.7.2.5. Plus 1 flight as Co-Pilot7.7.2.6. or7.7.2.7. 2 flights with a line check Captain for single pilot a/c.

7.7.2.8. 12 weeks or more7.7.2.9. 1 flight with a Training Captain7.7.2.10. plus7.7.2.11. 1 flight as Co-Pilot7.7.2.12. plus7.7.2.13. 1 flight with Check Pilot (or 1 flight with a Training Captain plus 2 flights with a

line check Captain for single pilot a/c)7.7.2.14. or7.7.2.15. 2 flights with Instructor and base check if due

7.7.2.16. Some critical tasks, such as engine failure management to specific sites, particularly where night operations are conducted, require practice to achieve the necessary high standards. Supervisors shall ensure that such techniques are practised after an absence of 28 days or more.

7.8. External Training by Third Parties

7.8.1.Smaller companies may not have the in-house capability to perform the required training due to lack of facilities or a formal flight-training establishment. They may even lack access to approved simulators or to the services of qualified training captains from other companies, in which case they may have to utilise the complete training facilities of other companies. In such cases, documentary evidence on the training records shall show satisfactory completion of the training and are to be made available for inspection.

7.9. Crew Resource Management

7.9.1.An approved Crew Resource Management (CRM) training program shall be required for all two pilot operations at least every two years and shall have the positive support of senior management. Senior management shall also attend CRM training.

7.9.2.As a minimum, the following requirements shall apply:7.9.2.1. Checklists to be in challenge and response format.7.9.2.2. Responsibilities of the aircraft commander and co-pilot, handling and non-

handling pilot are to be clearly spelt out and endorsed by the Chief Executive in the Operations Manual.

7.9.2.3. Cockpit workload to be optimised between the handling and non-handling pilot so that each plays a fully active and integrated role.

7.9.2.4. Training to embrace discussion on the physiology of flight e.g. the effects of fatigue, hypoxia, hypothermia and the recognition of subtle incapacitation. Such training shall include how to deal with an incapacitated crew member, and address crew relationships and differing personalities, to ensure that these do not interfere with correct decision making.

7.9.3.For single pilot operations, an approved Airborne Decision Making training program shall be required for all pilots at least every 2 years.

7.9.4.The Contractor’s CRM/ADM facilitators shall attend an industry recognised training course at period not exceeding 2 years to ensure the application of latest best practice.

7.10. Crop Spraying

Not applicable to this contract.

7.11. Night Training

7.11.1. Where there is a requirement to carry out routine (or emergency) flights at night, then the Contractor shall arrange for each pilot to carry out at least 3 night take-offs and landings at a typical operational location every 90 days.

7.12. Night operations offshore

7.12.1. Past helicopter accidents in the North Sea, Gulf of Mexico and other worldwide locations illustrate the demanding nature of low-level helicopter operations in the vicinity of offshore locations. As a result, it is imperative that helicopter Pilot competencies in this environment are maintained.

7.12.2. Shell requires the following as a minimum:7.12.3. Establishing competency

7.12.3.1. Initial offshore deck landing training, both day and night, shall have been completed in addition to day and night Line Checks.

7.12.4. Continued competency7.12.4.1. For offshore night operations, of the 3 night take-offs and landings

required every 90 days, a minimum of 2 night take-offs and landings shall be on an offshore helideck. A minimum of one night deck landing per year shall be assessed by a Base or Line Training Captain.

7.12.4.2. If the above are not completed, the Pilot may not operate offshore by night, other than to participate in formal night training.

7.12.5. Training requirements

7.12.5.1. In completing the training to the competency requirements above, Pilots shall have completed and been assessed as competent in the following:

7.12.5.2. Go-around by sole reference to instruments, from the hover outside ground effect;

7.12.5.3. Transition, by sole reference to instruments, from the hover into forward flight;7.12.5.4. Recovery from attitudes resulting from unintentional loss of airspeed.

7.13. Single-engine helicopters – special requirement

7.13.1. During annual training/day base checks, Pilots of single-engine helicopters shall carry out one or more auto-rotations to the satisfaction of the Training Captain. This requirement shall be clearly stated to prospective Contractor(s), so that special arrangements may be concluded if necessary to conduct the training; additional hull insurance cover may also be necessary.

7.14. External (sling) load/Long-Line/vertical reference operations

Not applicable to this contract.

7.15. SAR Winch/hoist training & recency requirements

7.15.1. Aviation Focal Points with contracted search and rescue winching requirements shall confirm that the helicopter operator is able to meet these requirements and maintain currency.

7.15.2. Training programs - The Contractor shall establish a written training program and minimum qualification criteria for hoist or winching operations. The program shall at least cover the following items:

7.15.2.1. Responsibilities of Crewmembers;7.15.2.2. Equipment standards;7.15.2.3. Pre-flight responsibilities;7.15.2.4. Weather limitations;7.15.2.5. Communications;7.15.2.6. Procedures at winching area;7.15.2.7. Approach and departure procedures;7.15.2.8. Emergency procedures.7.15.2.9. All personnel (Pilots and hoist operator) shall undertake an initial competency

course and thereafter annual refresher training. Training records shall be maintained as outlined in the winch training program.

7.15.2.10. Vessel/offshore structure Crews who may be involved in winching operations shall also undertake appropriate training.

7.15.3. Pilot training

7.15.3.1. Pilots shall meet, as a minimum, the experience requirements specified at Section 4 and Appendix 01. In the offshore helicopter operations role, this includes a current instrument rating. Additionally, for the winching role, Pilots shall have completed a formal and recorded training scheme in accordance with the training requirements of JAR OPS 3. This will include a minimum of 50 hoist cycles conducted offshore, of which 20 cycles shall be at night if night operations are being conducted offshore, of which 20 cycles shall be at night if night operations are being conducted, where a hoist cycle means one down-and-up cycle of the hoist hook.

7.15.3.2. Recurrent training shall include a minimum of three winch rescue operations every 90 days utilizing a winch operator and the recovery of equipment such as a dummy or cruciform by grappling hook. Where required, it is expected that winch training will include using the double lift technique, although recurrent training for each Pilot does not specifically have to include using the double lift method.

7.15.4. Crewman training

7.15.4.1. The contracted Search and Rescue winching requirements will include a capability to carry out single lifts, but more usually will require double lift operations. All personnel employed as winch operators, whether full time or part time, shall be employees or direct contractors of the helicopter operator and have completed a formal and recorded training scheme specifically for winchmen.

7.15.4.2. The training process for winch Crews who complete double lift operations shall, as a minimum, result in the winch operator and “down the wire” rescue winch Crewman having carried out at least three double lifts every 90 days. Of these lifts, two will be using a stretcher & dummy and the manoeuvring of that stretcher into the cabin.

7.15.4.3. The training of all winch Crews shall include handling of the rescue equipment, controlling the swing and spin of the load and giving clear and concise instructions to the Pilots to enable them to manoeuvre into position to make an expeditious rescue.

7.15.5. Passengers

7.15.5.1. Passengers shall receive a full emergency briefing, including the wearing of and use of survival equipment, prior to a flight. If the transfer involves non emergency winching then the briefing shall also include practice with donning and using the lifting strop, as well as other winching procedures and Crew signals. Practice can normally be carried out on the ground with the aircraft shut down.

7.15.6. Procedures

7.15.6.1. The Contractors procedures for winch recoveries (including single engine performance) shall include the case of a winch or engine failure. These shall ensure that the helicopter is flown away from the boat or other structure at a height which will ensure that the winch Crew and/or person being rescued will not drop or come into contact with surfaces likely to cause them serious injury.

7.15.6.2. Winch operator techniques may be practised either overland or water, providing the procedures above are taken into account, but over water training will be necessary for Pilots and Crewmen to practice the approach and lower into position in reduced visual reference conditions.

7.16. Training of Maintenance Personnel

7.16.1. Initial Training 7.16.2. All maintenance personnel shall receive formal training and have a minimum experience

on type before issue of licenses or type approval for the type(s) of helicopters/airplanes to be covered. The minimum experience levels required for working on Shell contracts is as per Appendix 03.

7.16.3. The Contractor shall establish and maintain training programs that are designed to ensure that personnel with technical responsibilities have the knowledge and skills appropriate to the levels of maintenance performed and the frequency with which the maintenance is performed, and have sufficient knowledge of applicable regulations, standards and procedures, as described in the MMM.

7.16.4. The Contractor shall have a procedure for ensuring that personnel signing a maintenance release are qualified in accordance with the applicable State of Registry/NAA licensing requirements.

7.17. Continuation Training

7.17.1. The Contractor shall have a system for ensuring that any maintenance organization carrying out work for the Contractor provides all maintenance personnel with initial,

continuation and any additional training appropriate to their assigned tasks and responsibilities. The cycle for continuation training shall not exceed two years.

7.18. Human Factors Training

7.18.1. The Contractor shall have a system for ensuring that the training program established by the maintenance organization includes training in knowledge and skills related to human performance, including co-ordination with other maintenance personnel and flight crew.

7.18.2. Human factors in maintenance training shall be provided every two years. It is recommended to give this in conjunction with continuation training.

7.19. Promotion to Senior Positions

7.19.1. Prior to promotion to a more senior position, maintenance personnel shall receive formal instruction in company procedures and responsibilities applicable to the new position. They shall also receive management training appropriate to their own level.

7.20. Offshore Aviation Personnel

7.20.1. Helicopter landing officer (HLO) training

7.20.1.1. HLOs shall be trained and assessed in accordance with the Company Standards for Helideck Management.

7.20.2. Helideck Assistant (HDA) training

7.20.2.1. See paragraph 7.20.1 above.

7.20.3. Refuelling supervisor training

7.20.3.1. Helicopter refuellers shall be trained in accordance with the Company Standards for Helideck Management. Where bulk facilities exist and are operated by the aircraft operator or the Shell Company, specific refuelling supervisors shall be nominated.

7.20.4. Air traffic controller training

7.20.4.1. Licensing of Controllers shall be in accordance with the requirements of the country in which operations are taking place. In any case they shall undertake formal training in handling and recording radio transmissions and any actions that may be required for normal and emergency operations. They shall also be familiar with the company emergency and call-out procedures, and shall keep a log of air traffic control radio transmissions.

7.20.4.2. A log of air traffic control radio transmissions is not required if communications are recorded on an automatic system which retains the recording for a suitable period to aid in SAR and incident investigation.

7.20.5. Radio operator training

7.20.5.1.1. Radio operators are responsible for flight watch and the R/T log of all aircraft communications. They shall be appropriately licensed, with relevant experience of aircraft operations and procedures, and be knowledgeable in aviation R/T terminology. Additionally, they shall be knowledgeable in company emergency and call-out procedures. All communications and radio logs should be in the English language.

7.20.5.2. Canada – An individual employed in the position of Radio Contractor shall hold:

7.20.5.2.1. General Contractor’s Certificate endorsed for Global Maritime Distress and Safety System (GMDSS) issued by Industry Canada

7.20.5.2.2. a GMDSS Certificate from an accredited GMDSS training institution; and7.20.5.2.3. aviation and marine weather observer certification from a recognized

training institution or qualified instructor

7.20.6. USA – not applicable to this contract.

7.20.7. Other areas – As per national regulation. Local training requirements shall be observed.

7.21. Other Training

7.21.1. Cabin Attendants 7.21.1.1. Cabin attendants shall have completed a formal and recorded course of training

which shall include coverage of the following items: Safety Equipment, First Aid, aircraft knowledge, Emergency Procedures, Loading Procedures, Documentation and the Handling of Dangerous Goods.

7.21.1.2. Formal training shall be carried out annually. The Contractor may conduct the training course but it shall be recorded formally and a syllabus developed for reference. Training shall include the full range of Emergency and Survival training as completed by pilots.

7.21.2. Dispatchers/Traffic Clerks 7.21.2.1. Such persons shall be knowledgeable in the operation of aircraft, in basic weight

and balance problems, and in manifest documentation.

7.21.3. Load Master, helicopter hoist operator & Other Non-Flying Crew Members7.21.3.1. It is often expedient to carry "load masters", who are not trained aircrew, for the

control of passengers and freight during flight and while the aircraft is on the ground. These personnel shall always be given basic training as defined under "Cabin Attendants" prior to being given crew status. Load Masters shall have completed a formal and recorded course of training, which shall address these and other function-related duties to a depth appropriate to the tasks to be performed. The Contractor may run the training course, but it shall be formally recorded and a syllabus developed for reference. Formal recurrent training shall be carried out annually. Where Load Masters are used to calculate and supervise the loading, they shall be trained for load and balance on the aircraft type in use. However, in every case, the Captain remains responsible for checking and accepting the loading/C of G calculations.

7.21.4. Ground Support crews 7.21.4.1. Ground support crews shall be trained in accordance with Contractors training

manual and shall have documented training records. Initial and annual recurrent training shall be completed, which includes the relevant elements from the following:

7.21.4.2. Passenger and landing zone management;7.21.4.3. Load preparation and handling;7.21.4.4. Passenger and cargo manifests;7.21.4.5. Hazardous materials;7.21.4.6. Operations of doors, cargo hatches, cargo securing etc.;7.21.4.7. Helipad and drop zone preparation and maintenance;7.21.4.8. Marshalling and communications with flight crews;7.21.4.9. Training of standard phraseology for radio communications;7.21.4.10. Managing static electricity;7.21.4.11. Correct hook-up procedures and use of external cargo equipment;7.21.4.12. Aviation hazards i.e. electrical lines, tress, foreign object damage etc.;7.21.4.13. Requirements for control under the aircraft, including actions in event of aircraft

emergency, positioning of load and numbers of people under the disk.\;

7.21.4.14. Required PPE and correct use;7.21.4.15. First aid and fire fighting (not to exceed 3 years);7.21.4.16. Refuelling procedures.

7.21.5. Helicopter Underwater Escape Training (HUET)

7.21.5.1. An assessment of accident statistics clearly demonstrates that a large proportion of water impacts result in the helicopter inverting and/or sinking quickly, even before every occupant has evacuated. As a consequence of this many survivors have had to make their escape whilst underwater. Even if passengers are not injured, the in-rush of water, loss of vision, disorientation, entanglement with debris, and difficulties with restraint harnesses and exits are known to significantly impede passengers‟ escape. HUET has been developed to mitigate these circumstances.

7.21.5.2. As a result of Shell-sponsored research, it has been determined that the minimum competency level which offshore travellers shall achieve following HUET is as follows:

7.21.5.3. “demonstrate the ability, underwater in an inverted HUET, to release a representative seat restraint and escape exit release mechanism, and effect an escape unaided”

7.21.5.4. Training requirement

7.21.5.5. All Contractor personnel making 5 or more return trips on company chartered or owned helicopters offshore shall have attended an industry approved HUET course (OPITO or equivalent recognised by the industry).

7.21.5.6. Infrequent Travellers (employees making less than 5 return trips by helicopter in any one year) and Visitors (individuals who are not employees of a Shell Company or (sub)contractors including guests of a Shell Company, statutory inspectors, auditors, Government officers, VIPs, or journalists) with prior senior management approval need not have completed HUET training, subject to pre-flight aircraft safety briefings including HUET & PPE/Sea Survival content.

7.21.5.7. The HUET simulator should meet the following minimum requirements:7.21.5.7.1. In regions where only one type of helicopter is flown, the dimensions of

the interior of the simulator are to be representative of the interior of the cabin. Ideally the simulator should be capable of replicating the cabins of the commonly used offshore helicopter types;

7.21.5.7.2. The cabin and cockpit sections are to be fitted with representative seats, harnesses and emergency exits. Operating mechanisms for jettisonable doors and windows are to replicate those fitted to the helicopter type and the force required to remove a push-out window is also to be representative of the type of push-out window used;

7.21.5.7.3. The roll rate of the simulator is to be representative of the roll rate of the actual helicopter such that the trainee is introduced to the feeling of disorientation associated with being turned upside down during the in-rush of water.

7.21.5.8. Where possible the emergency egress lighting fitted to the helicopter emergency exits should also be fitted to the HUET simulator.

7.21.5.9. Recurrent training shall be carried out at a frequency not exceeding 4 years.

7.21.5.10. All trained and tested passengers shall hold a training record, similar to a license, which shall be carried on all flights offshore. Alternatively, Shell Companies may elect to replace the training record with an offshore approval procedure, linked into a

computerised tracking system which flags-up those personnel who have either not completed suitable training or whose training currency has expired.

7.21.5.11. Any personnel who do not hold a current HUET certificate or training record shall normally be refused approval to travel offshore by helicopter unless specifically authorised by the Company

7.21.5.12. Re-breathers

7.21.5.12.1. Re-breathers should be introduced, particularly where a risk assessment shows that a “cold shock/gasp” effect will reduce survival times under water significantly. Therefore, in addition to the standard training requirement, and where required by the Company, HUET may also include training in the use of a “re-breather” self-breathing device.

8. PASSENGERS AND FREIGHT

8.1. Smoking

8.1.1.Smoking in aircraft shall be prohibited at all times.

8.2. Alcohol And Drugs

8.2.1.Personnel under the influence of alcohol or drugs shall not be allowed to board any aircraft unless under medical supervision and restraint. The Contractor’s check-in staff shall be trained to recognise the signs of substance abuse and alert their management and/or the Shell Company representative for appropriate action to remove the passenger from the flight manifest.

8.3. Operation Of Portable Electronic Devices

8.3.1.Due to the confined space in helicopter cabins, their use shall not be permitted.

8.3.2.Passenger operated devices specifically prohibited during flight include any transmitting device which radiates radio frequency signals such as wireless devices, Citizen Band radios, cellular telephones, laptops/PDAs having wireless connectivity, and transmitters that remotely control devices such as toys. At the discretion of the Contractor use of equipment with these devices fitted may be permitted ‘off-line’ in flight if they have a “flight mode” or the wireless device can be turned off before flight and remain off for the duration of the flight.

8.4. Passengers Occupying Either the Co-Pilot’s or Jump Seat

8.4.1.Passengers shall not be permitted under normal circumstances to occupy either the co-pilot’s or Jump Seat positions, irrespective of whether the aircraft is not fitted with dual controls. Exceptionally, where aircraft are certified for single pilot operations and have been approved by Company, or in emergency situations, the co-pilot's or Jump Seat positions may be occupied by a passenger, subject to the following conditions:

8.4.1.1. The aircraft commander shall be satisfied that no safety or security risk is involved.

8.4.1.2. The flight controls shall either be removed or safeguarded in such a way that the rudder/tail rotor pedals or the control column/cyclic stick cannot inadvertently be knocked by the passenger occupying the co-pilot’s seat.

8.4.1.3. A separate briefing covering any items that may differ from the standard passenger briefing shall be given. In particular, the passenger’s attention is to be drawn to the use of crew emergency exits, the hazards of interfering with the controls,

and specific reference shall be made to any switches or controls that may be vulnerable to interference.

8.5. Carriage of non-company passengers - indemnities

8.5.1. Carriage of personnel not on company business in company owned or chartered aircraft is prohibited unless approved in writing by the business leader of the venture or business.

8.5.2.In cases where it is politically or practically expedient to carry personnel not on company business, a form of words indemnifying the company in case of death, injury or damage to third party property etc. should be signed by the traveler. The indemnity form should include reference to the possible invalidation of the individual's life assurance.

8.5.3.Note: Shell Companies may well not wish to ask VIP passengers to fill in such a form (particularly in view of its value). Where the carriage of such passengers is not unusual, consideration shall be given to the Contractor being required to hold “liability” insurance for all “nominated” passengers, if such cover is not already extant.

8.6. Cargo

8.6.1.Weighing and Documentation

8.6.1.1. The Contractor shall verify the contents of each piece of cargo offered for transport by air through inspection of the manifest or cargo. All cargo shall be weighed separately and manifested. The procedures for the calculation of passenger and baggage mass shall be contained in the Contractor’s Operations Manual or, in a separate operations instruction if contrary to the normal operating procedures.

8.7. Carriage of Freight and Luggage with Passengers

8.7.1.Checked-in luggage and freight shall travel in the aircraft baggage holds.8.7.2.The following requirements are given for particular helicopter types; however OUs may wish

to apply more stringent rules as part of their Safety Management System.8.7.3.Bell 212/412

8.7.3.1. Freight and/or luggage shall not be stowed on the two saddle seats on both the port and starboard sides if fitted over the twenty-gallon saddle tanks. However, freight and/or luggage may be stowed over the saddle tank on the port side only, provided the webbing divider is fitted between the tank and the cabin.

8.7.4.Super Puma8.7.4.1. Freight and/or luggage shall be stowed in the centre or forward section of the

aircraft with passengers seated in the front or rear section, whichever puts them furthest away from the freight/luggage and gives best access to adjacent emergency exits.

8.7.5.Checked-in luggage and freight shall not be carried inside the passenger compartment unless specifically approved by the Company. When approved, the freight shall be adequately secured using cargo nets, seat belts, and/or tie-down straps, and shall not obstruct normal or emergency exits.

8.7.6. Carriage of checked-in baggage or cargo in aircraft cabins requires the case-by-case approval of the UA Aviation Logistics local aviation manager.

8.8. Passenger Bags and Luggage

8.8.1.All carry-on baggage and luggage shall be properly stowed and access to emergency exits shall be kept clear.

8.8.2.Only authorised and suitably trained personnel shall secure and remove cargo and baggage. This is particularly important during times when the airplane or helicopter has engines/propellers/rotors running.

8.9. Restricted Articles

8.9.1.Polythene bags shall never be used as baggage containers in view of their tendency to fly into engines, rotors and propellers in the vicinity of helicopters.

8.9.2.Shell may wish to restrict the carriage of some more general articles as part of their drugs and alcohol abuse policy and/or in the interest of best practice. Examples of these items are: matches and lighters (for flights to offshore installations and some onshore plant), knives, food and drink (alcoholic and non-alcoholic), cameras, portable electronic equipment, cellular telephones, medications and other people’s mail.

8.10. Carriage of Dangerous Goods And Restricted Articles By Air

8.10.1. Operations shall be in compliance with the requirement of Annex 18 of the Chicago Convention and the associated 'Technical Instructions for the “Safe Transport of Dangerous Goods by Air” (Doc.9284-AN/905 adopted by the council of ICAO (International Civil Aviation Organisation) and published biennially by ICAO). Alternately, the IATA (International Airline Transport Association), Dangerous Good Regulations, published annually, may be used.

8.10.2. The Contractor shall provide pilots with guidance regarding all aspects of transporting dangerous goods. These instructions shall not be contrary to the pertinent regulatory documents.

8.10.3. If hazardous materials are carried, the Pilot-In-Command shall be provided with a “Shippers Declaration of Dangerous Goods” form and comply with the Contractor's Operations Manual.

8.10.4. The requirements of 49 CFR 175 apply to all shipments offered for air transport to, from, or within the United States, including when the shipment is prepared in accordance with the ICAO Technical Instructions for the “Safe Transport of Dangerous Goods by Air” (Doc. 9284-AN/905).

8.11. Manifests

8.11.1. Information to be Recorded 8.11.1.1. A passenger manifest shall be raised for each flight and shall have the following

minimum information recorded: name of each passenger; passenger's company affiliation; passenger weight and that of personal baggage; the aircraft registration; and the weight of cargo.

8.11.2. Manifest Changes/Additions 8.11.2.1. If additions or deletions occur, the manifest shall be revised to accurately reflect

the names of the persons on board. This manifest shall be left with or relayed to a responsible party, prior to departure, with instructions to retain until the trip is completed.

8.11.3. Passenger Verification 8.11.3.1. Pilots and/or designated personnel shall check the actual passenger names

versus the pre-planned listing of personnel to be transported to verify only authorised passengers are carried.

8.11.4. Contractors shall comply with the UA Regional Aviation Security plan.

8.12. Passenger Weights

8.12.1. For helicopters having a seating capacity of 19 or less seats , actual body mass values (including hand carried baggage and personal belongings) shall be used. Such weighing must be conducted, using a calibrated set of scales, immediately prior to boarding and at an adjacent location such as a check-in desk.

8.12.2. In exceptional circumstances involving remote area operations where scales are not available, passenger declared weights may be used. The operating unit shall be made aware of the increased risk during these operations.

8.12.3. Use of declared weights in remote areas requires Company approval. All efforts shall be made to provide a means of collecting actual weights.

8.12.4. For helicopters with seating capacity of more than 20 seats , actual body mass values (including hand carried baggage and personal belongings) should be used. The actual values should include those additional items which will be carried into the aircraft cabin by the passengers. This includes safety/survival equipment and personal belongings as applicable in helicopter. All stowed baggage shall be weighed with the actual weights manifested.

8.12.5. Use of standard mass values

8.12.5.1. Standard mass values may be used when preparing a manifest for aircraft having a maximum seating capacity of 20 or more seats. This option must be acceptable to both the Business Unit and Contractor. Control procedures shall be documented within the Operations Manual to demonstrate that the in-use standard mass values remain consistent with actual operations and also enable a reversion to the use of actual mass calculations for any non-representative flights. Unless deemed inappropriate by the Business Unit, the values given below shall be used for logistics planning:

Male 98kg (216) Female 80kg (176lbs)

8.12.6. Additional items carried on board the aircraft

8.12.6.1. Air Logistics planners shall consider the additional mass of items carried on board the aircraft. Some examples are given below:

8.12.6.1.1. Survival suits; life jackets; and any other safety/survival equipment will vary dependant on their region of use: Helly Hansen 85330 (7kgs), Shark 93204 (7kgs), Shark Lapjacket (3kgs)

8.12.7. Oversize passengers

8.12.7.1. The issue of oversize helicopter passengers has become a concern in a number of regions, with implications for the safety of the individuals in terms of emergency egress and the crash survivability design of aircraft seats, in addition to implications for the safety of other passengers in impeding emergency exits.

8.12.7.2. To enable the management of this issue, in addition to medical controls that will be pursued through the Group’s Health services, the following controls shall be implemented for helicopter passenger operations:

8.12.7.2.1. Extensions for seat harnesses/seat belts shall not be permitted, unless proven to be provided by, and certified by, the aircraft manufacturer;

8.12.7.2.2. Passenger check in facilities are to have available windoq templates, representative of the actual pushy out windows of the contracted helicopter type

in use, and these are to be applied to any passenger assessed as being close to or over the size of the available exit;

8.12.7.2.3. Some type may require a range of templates that will determine specific seat rows for a particular passenger;

8.12.7.2.4. Failure to pass through the template, when dressed in flight equipment (survival suits, lifejacket, etc,) will result in refusal to fly.

8.12.8. Where standard passenger mass is used, the UA Aviation Logistics manager shall conduct representative surveys of passenger weights at the beginning of the operation and at intervals no greater than every two years thereafter. The higher of the Group prescribed standard weights or the local survey standard weights shall be used. The local survey standard weight shall be set as the mean of the surveyed weights plus one standard deviation. It may be divided by gender; otherwise male weights shall be used for all passengers.

8.13. Passenger Briefings

8.13.1. Briefing Frequency 8.13.2. Passengers shall be properly briefed on emergency procedures, and other safety

matters, prior to flight. If permitted by regulation, the pilot briefing may be abbreviated if a video briefing is provided or if on stopover flights.

8.13.3. The validity of the aircraft safety briefing shall be 24 hours, assuming that the type of aircraft utilised remains the same type as originally briefed. Where a video briefing has been provided by other than the crew of the aircraft, then the passenger manifest shall be signed to certify that passengers have received the appropriate briefing.

8.13.4. The safety briefing shall be given prior to the passenger's first flight of the day even if this is less than 24 hours since the last briefing.

8.13.5. Language 8.13.6. The Contractor shall provide a briefing appropriate to the language requirements of his

passengers and crew.

8.13.7. Shell Companies shall consider the need to provide a translator for verbal briefing (can be a bilingual passenger) or prepare written or video instructions in the appropriate language (or alternatively subtitles).

8.13.8. Briefing Cards8.13.9. Graphics with international symbols or multi-language briefing cards shall be used to

convey briefing information to all passengers.

8.13.10. Minimum Briefing Requirements 8.13.11. The passenger safety briefing shall include, but not be limited to, the following:

8.13.11.1. A general description of the aircraft and the danger areas of jet engines, and turning propellers on airplanes, and the dangers of helicopter main and tail rotors;

8.13.11.2. Procedures for boarding and exiting the aircraft;8.13.11.3. Sterile cockpit procedures;8.13.11.4. Smoking is not permitted around the aircraft/tarmac area, or during flight;8.13.11.5. Location of non-smoking and fasten seat belt illuminating signs;8.13.11.6. Location and use of seatbelts which shall be worn at all times, and the location

and use of smaller harnesses which when fitted shall be worn during all landings and takeoffs for airplanes and at all times for helicopters;

8.13.11.7. The location and operation of oxygen masks as applicable;8.13.11.8. Means of communication between the crew and the passengers, and actions in

the event of an emergency;

8.13.11.9. Location and operation of doors, emergency exits emergency and life saving equipment such as fire extinguishers, first aid kit(s), life vests, life rafts, survival gear, and emergency radio equipment (e.g. ELT and EPIRBs);

8.13.11.10. Brace position for emergency landings;8.13.11.11. Passengers to remain seated until the crew/ground crew open the doors and the

captain tells them to disembark;8.13.11.12. Location and review of passenger briefing card. Information contained in the

briefing card shall focus on safety equipment and emergency procedures;8.13.11.13. Proper stowage of any hand carried items;8.13.11.14. Use of personal electronic devices (laptops, personal organisers, etc) and

guidelines for use.

8.13.12. Additional helicopter briefing requirements 8.13.13. The following additional points shall be covered with all helicopter passengers:

8.13.13.1. No disembarkation until instructed by the Pilot, Helideck Landing Officer (HLO) (or Helideck Attendant), or other designated personnel;

8.13.13.2. Never approach a helicopter from the rear. Do not proceed any further aft of the baggage compartment door than is necessary for the retrieval of baggage or freight;

8.13.13.3. Always approach and leave the helicopter from the side, within view of the Pilot or Crewmember;

8.13.13.4. Hand carry hats, glasses, and caps to prevent them from being blown away by the main rotor wash;

8.13.13.5. Long objects over 1 metre shall be carried flat to avoid contacting the main rotor blade;

8.13.13.6. Under no circumstances shall passengers leave or approach a helicopter on the up-slope (high) side when the aircraft is on sloping ground;

8.13.13.7. Under no circumstances, shall personnel disembark from or approach a helicopter during start-up or shutdown;

8.13.13.8. Passengers shall be provided with hearing protection and be instructed on its wear;

8.13.13.9. Only small, soft items such as a paperback book shall be carried inside the passenger cabin of helicopters; hard-cased items that could be missile hazards or loose items that could be blown away shall not be carried;

8.13.13.10. Where applicable to wide body helicopters (1.8 metre cabin width or greater) the method of egress in event of a roll-over accident by use of the under seat frame of the transverse cabin seats as a ladder for egress should be included in the passenger briefing.

8.13.14. Additional helicopter briefing items for offshore flights 8.13.15. The following additional briefing points shall be covered for all offshore helicopter

flights:8.13.15.1. Use of survival suit, hoods, gloves and re-breather (where applicable);8.13.15.2. If survival suits are worn, the need to have suits FULLY zipped with hood on (if

equipped with integral hood) during take-off and landing over water, when flying below 500 feet over water and other times as advised by the Pilot-In-Command;

8.13.15.3. In the event of an emergency landing on the water, do not evacuate the helicopter until the rotor has stopped, unless instructed otherwise by the Pilot in Command;

8.13.15.4. Do not inflate life vests until outside the helicopter;8.13.15.5. Location of emergency equipment such as life rafts, jettison procedures for the

emergency exits and pop out windows, and the deployment of life rafts outside the helicopter;

8.13.15.6. The proper use of reference points for orientation during the event of a rollover ditching;

8.13.15.7. Carriage of loose articles in the aircraft that could present Foreign Object Damage (FOD) risk or impede egress in the event of ditching;

8.13.15.8. "NO STEP" areas.

8.14. Passenger Marshalling Areas

8.14.1. Onshore and offshore 8.14.2. For long term dedicated operations and where possible for short term operations, the

following shall be provided:

8.14.2.1. Secure waiting areas shall be designated for aircraft passengers;8.14.2.2. Written and graphic material shall be displayed in those areas relative to aircraft

safety and localized procedures;8.14.2.3. The designated area may serve as a viewing room for video safety briefings and

provide an area to weigh and manifest all outgoing passengers, baggage and freight on calibrated scales;

8.14.2.4. A clearly defined holding area shall be designated for both incoming and outgoing passengers and freight;

8.14.3. Offshore 8.14.4. For all offshore operations, a suitable area shall be identified to provide a safe passenger

waiting area to prevent passenger loitering at the helideck or in the helideck stairwell.

8.14.5. An area shall also be provided for changing into/from survival suits if worn, in order to minimise turn around time.

8.15. PASSENGER AND CARGO MANAGEMENT ON HELIDECKS

8.15.1. Clear helideck policy 8.15.2. Onshore helipads and heliports, and offshore helidecks shall be clear of all cargo and

passengers that are being off loaded prior to passengers or cargo coming onto helideck/heliport to board the helicopter.

8.15.3. Cargo may only be left on a helideck if formalized procedures are established in writing and followed. These shall include procedures for securing the cargo. Aviation advisory personnel shall review the procedures prior to implementation.

8.15.4. High winds or adverse weather 8.15.5. In high winds (above 40 knots) or other adverse weather conditions, additional passenger

and handling procedures should be in place for passenger movements.

8.16. PASSENGER EQUIPMENT STANDARDS AND PROCEDURES

8.16.1. It is a Shell requirement that the management of all Shell Companies have a responsibility to take all necessary measures to protect passengers from the hazards of the environment following a ditching. Personal protective clothing and equipment shall be issued to passengers to meet this need. Equipment listed in the following sections should be considered, based on the conditions for use and the requirements given for each.

8.16.2. Immersion suits 8.16.3. Immersion suits shall be provided and worn by helicopter passengers:

8.16.3.1. At all times for overwater flight when the sea temperature is +10°C or below;8.16.3.2. Whenever the expected rescue time (for all survivors) exceeds the expected

survival time for the ambient conditions.

8.16.4. Exception:8.16.4.1. In the GoM immersion suits are not required. Compliance with the cold weather /

water risk mitigation plan is required instead.

8.16.5. Re-breather8.16.6. Several Shell companies have introduced re-breathers for the use of helicopter

passengers in the event of a helicopter ditching, in an effort to extend the underwater

breathing time and to alleviate the “gasp factor” resulting from cold-shock following immersion in cold water. The re-breather may be a stand-alone item or may be integrated with the life jacket or immersion suit. It allows a passenger to re-breathe his own air (in some models this is supplemented by a very small low-pressure air-charge), thereby extending breathing time from an average of 10 seconds to 45 seconds plus. The equipment has been tested in water temperatures down to +4°C.

8.16.7. A re-breather should be worn for all offshore helicopter operations Group-wide on the basis of its contribution to the Survival Equation.

8.16.8. Thermal insulation garments 8.16.9. To increase the survival time following immersion in the sea, a significant number of

Netherlands/UK North Sea Oil Companies have introduced Thermal Insulation Garments (TIGs) or thermal liners to be worn with a combination of immersion suit and recommended clothing for offshore helicopter operations. Trials have shown a likely extension of survival time by 1 hour. Therefore TIGs should be used whenever the sea water temperature falls below +10°C.

8.16.10. Life jackets 8.16.11. On over-water flights, all Aircrew and passengers shall wear life jackets approved

for aircraft use. Lifejackets shall be of constant-wear type and require only a single action to be deployed. The use of pouch type lifejackets for overwater flight is prohibited.

8.16.12. Personal Locator Beacon8.16.13. Where Search and Rescue services are not readily available, the Shell

Companies should consider the provision of Personal Locator Beacons (PLBs) to passengers. Ideally PLBs should be both 121.5 MHz and 406 MHz capable, so that the signal may be detected by the global SAR satellite system.

8.16.14. The PLB and associated life vest should be designed to allow effective deployment of the PLB, with the radio and GPS antenna pointing skyward and out of the water, when the passenger is in the water, in addition to when he/she is in the life raft.

8.16.15. Personal Locator Beacons (PLBs) 8.16.15.1. The use of passenger PLBs shall be determined as part of the required SAR

ALARP analysis. PLBs chosen shall be compatible with local SAR equipment.

9. AIRCRAFT EQUIPMENT STANDARDS

9.1. Equipment Fit 9.1.1.Where ad-hoc aircraft are brought onto the operation for short term use, e.g. to replace

temporarily unserviceable contract aircraft or to meet short term surge requirements, they shall meet the full contract aircraft equipment requirements unless otherwise authorised by Shell.

9.1.2.When several aircraft of the same type are contracted, the cockpit layouts shall be standardised wherever practically possible.

9.1.3.The matrices at Appendix 05A identify requirements for equipment to be installed and serviceable on aircraft provided under the Contract

9.1.4.Any aircraft taken on as ad hoc to support a long-term contract shall be fitted to the same level as a long term sole-use contracted aircraft.

9.1.5.When several aircraft of the same type are contracted, the cockpit layouts should be standardised wherever practically possible.

9.2. Emergency Locator Transmitters (ELTs)

9.2.1.ELTs shall be carried on all aircraft, and in some areas, such as offshore UK, an automatic deployment capability (ADELT) is mandatory.

9.2.2.ELTs shall be located in an area where they can easily be deployed or alternatively best protected in the case of an accident, e.g. dinghy packs and crew lifejackets. If automatically deployed, features shall include crash switches, immersion switches, and the unit shall be buoyant. If portable, they shall have integral and self-deployable aerials.

9.2.3.ELTs with a satellite (406 MHz) SARSAT capable signal transmission shall be used.

9.3. Underwater Location Beacons

9.3.1. All aircraft operating offshore shall be equipped with Underwater Location Beacons where available for the aircraft type.

9.3.2.It is a requirement that the Contractor shall have reasonable access to receiving equipment and that this equipment may be quickly dispatched to the accident site.

9.4. Cockpit Voice Recorders (CVR)

9.4.1.Cockpit Voice Recorders (CVR) shall be fitted to all standard contract aircraft type certificated with a seating capacity of 10 seats or more.

9.4.2.CVRs shall be fitted to all ad hoc/call off contracted aircraft for which proven systems are available and shall have a minimum recording time of 2 hours.

9.5. Flight Data Recorders (FDR)

9.5.1.Flight Data Recorders (FDR) shall be fitted to all sole use and repetitive short term contract aircraft type certificated with a seating capacity of 10 seats or more. An underwater location device shall be associated with the FDR.

9.5.2.FDRs shall be fitted to all contracted aircraft for which proven systems are available.

9.6. High Intensity Strobe Lights (HISLs)

9.6.1.HISLs shall be fitted where low level VFR flying takes place in and around built-up areas, and in medium and high traffic density areas with poor ATC coordination.

9.6.2.Restrictions shall be placed on their use on the ground.

9.6.3.Areas of uncertainty shall be referred to Company.

9.7. Terrain Awareness Warning Systems (TAWS)

9.7.1.TAWS/GPWS shall be fitted to all sole use contracted helicopters for which proven systems are available.

9.7.2.For aircraft for which a proven system is not available, or for ad hoc/call off contracts, a radar altimeter, fitted with Automatic Voice Alerting, is an acceptable alternative although risk analysis of particular operating areas may determine the need for GPWS.

9.7.3.A terrain awareness warning system shall provide, as a minimum, warnings of at least the following circumstances:

9.7.3.1. excessive descent rate;

9.7.3.2. excessive altitude loss after take-off or go-around; and9.7.3.3. unsafe terrain clearance.

9.7.4.The Contractor shall have a process to ensure that the database for terrain awareness warning systems with predictive terrain hazard warning is kept current and pilots are trained in use of the system.

9.7.5.Clear instructions and procedural guidance for crews on their response to the various GPWS alerts shall be laid down in Operations Manuals and/or Standing Operating Procedures.

9.8. Airborne Collision Avoidance System (ACAS)

9.8.1.An airborne collision avoidance system shall be fitted to all sole use Shell contracts where modifications are available for the type. This is likely to include operations in regions where there is high traffic density, where there is mixed fixed wing and helicopter traffic, or where there are perceived to be deficiencies in traffic management. A risk assessment, endorsed by SAI, is required for exemption to this requirement. When available for the aircraft type, including helicopters, ACAS ll shall be the minimum standard.

9.8.2.For ad hoc/call off contracts an appropriate risk analysis shall be required to determine the need for ACAS.

9.9. Passenger Seats and seatbelts

9.9.1.No passenger, or crew member, shall be carried in a helicopter, other than in a seat of a type approved by the aircraft manufacturer and adequately secured to the aircraft floor.

9.9.2.All aircraft shall be equipped with:9.9.2.1. a safety belt, having a metal-to-metal latching device, for each passenger (other

than infants) to a standard approved by the regulatory authority, which must be fastened at all times when required by regulation or crew instructions;

9.9.2.2. a safety harness for each flight crew member and any other person occupying a flight deck seat or a sideways facing seat; and

9.9.2.3. a safety harness for each cabin crew member seat that is not a regular passenger seat.

9.9.3.To prevent inadvertent release, the seat belt release lever shall have 90° of movement to unfasten the belt.

9.9.4.The practice of rotating buckles through 180° to prevent inadvertent release is forbidden since it can inhibit release in the event of an emergency.

9.10. Survival Kit

9.10.1. A survival kit, suitable for the area of operation, shall be carried on flights, which are planned to over-fly hostile terrain, including offshore operations.

9.11. Hand Held

9.11.1. All aircraft shall be equipped with headsets and control column mounted transmission switches for use during critical phases of flight. Hand held microphones may be used during the cruise phase provided adequate radio monitoring is maintained.

9.12. Cargo and Cargo Restraint System

9.12.1. Where the design permits, cargo shall normally be carried in a compartment which is separated by a strong bulkhead from the passenger cabin, and equipped with an independent fire and smoke monitoring and extinguishing system.

9.12.2. All cargo shall be securely tied down in the aircraft

9.13. Materials Used in Upholstery and Internal Trim

9.13.1. Aircraft contracted to Shell Group Companies shall embody only approved fire-blocking materials in their construction.

9.13.2. Where it is practicable, fire blocking materials shall be used for seat cushions and fabrics on all contract aircraft.

9.14. First Aid Kits

9.14.1. Suitable and comprehensive first aid kits shall be carried on all aircraft.

9.14.2. The kits shall be serviced as part of the aircraft role equipment, ideally every 6 months, but not exceeding one year.

9.14.3. Use of the kit shall be reported through the normal defect reporting systems so that used items may be replenished prior to the next flight.

9.15. Health and Usage Monitoring System (HUMS)

9.15.1. A Health and Usage Monitoring System (HUMS) or a Generic Engine and Vibration Monitoring System (GEVMS) shall be fitted to all standard contract helicopters.

9.15.2. For helicopters that are type-certificated for 10 seats or more the system shall meet the full definition of HUMS stated below. For helicopters certificated for 9 seats or less, AND for which a manufacturer supported HUMS is not available, a GEVMS is acceptable.

9.15.3. For the purposes of this standard, HUMS and GEVMS are defined as follows:9.15.4. 1. Health and Usage Monitoring System (HUMS) means the equipment, techniques

and/or procedures by which incipient failure or degradation of the helicopter rotor and rotor drive system components can be determined. The monitoring techniques shall include vibration monitoring of the following, using a combination of spectrum analysis and advanced diagnostic (proprietary signal processing) techniques. It includes a diagnostic capability for every component in the drive train:

9.15.4.1. Engine to main gearbox input drive shafts;9.15.4.2. Main gearbox shafts, gears and bearings;9.15.4.3. Accessory gears, shafts and bearings;9.15.4.4. Tail rotor drive shafts and hanger bearings;9.15.4.5. Intermediate and tail gearbox gears, shafts and bearings;9.15.4.6. Main and tail rotor track and balance;9.15.4.7. Engine health.

9.15.5. Absence of any of the above techniques shall require justification and SAI can provide advice. Certification of the HUMS by the local regulator on a “no hazard”/”no credit” basis shall be acceptable.

9.15.6. Generic Engine and Vibration Monitoring System (GEVMS) means the equipment, techniques and/or procedures by which the following systems are monitored using simple vibration monitoring and spectrum analysis techniques, and includes relevant exceedance monitoring:

9.15.6.1. Engine to main gearbox input drive shafts;9.15.6.2. Main transmission;9.15.6.3. Tail rotor drive shaft;9.15.6.4. Tail rotor drive shaft bearing;9.15.6.5. Main and tail rotor balance;

9.15.6.6. Engine health.

9.15.7. Absence of any of the above techniques shall require justification and SAI can provide advice. Certification of the GEVMS by the local regulator on a “no hazard”/”no credit” basis shall be acceptable.

9.15.8. In all cases, the HUMS or GEVMS program management shall be in accordance with the guidelines contained in UK CAA Publication CAP 753 (available from CAA website http://www.caa.co.uk/docs/33/CAP753.pdf

9.16. Liferafts

9.16.1. At least two life rafts shall be carried for all over water flights, sufficient together to hold all persons carried on board.

9.16.2. Should one life raft of the largest rated capacity be lost, the overload capacity of the remaining life raft shall be sufficient to carry all persons on the helicopter.

9.16.3. Both life rafts shall be of the reversible or self-righting type and at least one life raft shall be externally mounted.

9.16.4. Where aircraft modification is available, the helicopter life raft installation should include:9.16.4.1. Primary deployment by single action from the normal crew positions;9.16.4.2. Secondary deployment from the passenger compartment with the cabin in an

upright attitude, and;9.16.4.3. Deployment possible from outside the helicopter when in either an upright or

inverted attitude.

9.17. Helicopter flotation gear

9.17.1. If helicopters are to be operated over the water, they shall be capable of alighting on the surface of the water, either by virtue of inherent design features, e.g. boat hull, fixed floats, etc. or with the aid of flotation gear.

9.17.2. All offshore helicopters shall be fitted with flotation gear which, for all standard contracts and where a suitable modification is available, shall have flotation gear that automatically inflates on contact with water.

9.17.3. Where variations in the flotation gear are offered for a particular type (e.g. S92) the flotation gear shall be appropriate for the operating area (e.g. S92 3 bag system, certified for SS4, only in tropical, non hostile environments; 5 bag system, certified to SS6, for all other areas.)

9.18. Cabin push-out windows, emergency lighting and seating layout

9.18.1. As a result of a series of underwater egress trials conducted on representative offshore helicopters, Shell has identified additional requirements on all offshore helicopters:

9.18.1.1. All apertures in passenger compartments suitable for the purpose of underwater escape shall be able to be opened in such an emergency. In terms of aperture “suitability”, the range of trials has indicated that a person wearing an un-inflated lifejacket should be able to exit the helicopter through an Emergency Exit or “Push-out” Window down to a minimum acceptable size of 430mm x 355mm (17in x 14in);

9.18.1.2. Emergency exit marking systems (i.e. EXIS or HEEL path lighting) shall also be required on “Push-out” windows and be automatically activated following the flooding of the cabin;

9.18.1.3. Seat rows shall be aligned with windows.

10.AIRFIELD AND REQUIRED PROVISIONS

10.1. Facilities

10.1.1. The Contractor shall provide facilities at various sites sufficient for the support of the Company service to be provided under this Agreement, including but not limited to the following:

10.1.2. Main Supporting Facility - Maintenance hangar(s) including workshops, air-conditioned offices; general workshop; battery workshop; radio workshop and stores; safety equipment workshop; paint spray workshop; technical library office; bonded stores; freight room, separate storage for inflammable goods and office accommodation for the engineers and ground support staff in accordance with standards as agreed by the Company.

10.1.3. Airfields – Minimum requirements

10.1.3.1. Runways/airstrips shall be long enough to allow, without reliance on STOL procedures and taking into consideration runway condition and any contamination.

10.1.3.1.1. Multi-engine airplanes to conduct balanced field operations for the conditions found at the computed operational weight; or,

10.1.3.1.2. Single-engine airplanes to accelerate to VR, lift off, and meet all required climb gradients; and,

10.1.3.2. Operations under alleviation to the ICAO Annex 14 Vol 1 requires the approval of the UA Regional Aviation Manager

10.1.4. Principal Operating Base(s) where significant passenger handling is conducted shall have:

10.1.4.1. Fully furnished office accommodation suitably located for communications with operations and flight planning.

10.1.4.2. All ground support equipment required for the operation of the Aircraft.10.1.4.3. Flight operations room, crew rooms, flight-planning office.10.1.4.4. Flight following office manned by trained and experienced radio Contractors and

equipped with VHF AM transceivers.10.1.4.5. Passenger check-in facilities complete with passenger security for screening

hand baggage and checked in baggage, calibrated equipment for weighing passengers and freight reading in lbs up to 450 lbs.

10.1.4.6. Security clearance desk including baggage search area.10.1.4.7. A video briefing room, free of any distractions, suitably equipped for showing

appropriate Contractor provided video safety briefing films.10.1.4.8. Baggage carts.10.1.4.9. Secure storage space for checked baggage, left luggage, and incoming and

outgoing freight.10.1.4.10. Male and female toilets for lounge area.10.1.4.11. Public communications available.10.1.4.12. A lighted car parking area.10.1.4.13. Earplugs for all passengers. 10.1.4.14. First aid equipment and a minimum of one designated Safety Officer during

normal working hours.

10.1.5. The Contractor shall ensure that all the above facilities shall be serviced with a reliable supply of electricity, fresh water with proper drainage and toilets.

10.2. Services

10.2.1. The Contractor shall process the passengers from check in to the Aircraft, and vice versa for an incoming flight, including the escorting of passengers between the passenger terminal and the Aircraft.

10.2.1.1. Sufficient ground support persons trained in accordance with paragraph 7.21.4 of this Attachment shall be present to support Company operations during normal and special working hours.

10.2.2. The Contractor shall arrange for the carrying out of the security screening of all passengers, hand baggage and freight as listed below.

10.2.2.1. The passenger terminal building shall have facilities to be made secure when not in use and when unoccupied.

10.2.2.2. Coordinate passenger management10.2.2.3. Verify passenger I.D. (photo) and check against manifest10.2.2.4. Be familiar with prohibited items listed in the Regulator’s most recent prohibited

items list.10.2.2.5. The Contractor shall ensure that all persons involved in passenger check-in shall

have training in recognizing the signs of alcohol and illicit drug use so that the Contractor and/or Company can be alerted to remove the passenger from the flight.

10.2.3. Additional security services that shall be implemented upon written notification from the company in accordance with paragraph 5.14 of this Attachment, agreement of method of implementation, and rate negotiation for service:

10.2.3.1. Conduct passenger and baggage searches of out bound Company passengers.10.2.3.2. Ensure passengers remain in segregated area once searches and I.D. checks

are complete when requested by the Company.10.2.3.3. Monitor vehicles loading and unloading.10.2.3.4. Monitor passenger movement around facility.10.2.3.5. Roving security checks of terminal facility and parking areas as workload permits.

10.2.4. On an as needed basis, the Contractor shall provide a limited airfreight handling service between the Company’s Operating Base during Normal Working Hours and shall provide the manpower, secure vehicle and lifting equipment capable of transporting and loading/unloading single items of freight on and off the Aircraft.

10.2.5. The Contractor shall maintain a full-time operations center staffed with personnel who are fully conversant with the Contractor’s Emergency Response Procedures and who shall be readily available to deal with Company after hours requests

11.EMERGENCY RESPONSE PLANNING

11.1. Introduction

11.1.1. Each Company, operation or asset using aviation services shall make provisions for aviation emergencies in their Emergency Response Plans (ERP), and communicate these plans to all relevant personnel.

11.1.2. The ERP shall be developed in co-operation with the Contractor providing the services, to ensure that in the event of an aviation emergency, any adverse outcome is minimized.

11.2. Aircraft in the Emergency Response Role - Contractor Responsibilities

11.2.1. Aircraft are designated for emergency response standby, the aircraft and crew shall remain within the prescribed area of operations to provide a response time deemed satisfactory by the contracting Shell Company.

11.2.2. Any change in the state of readiness of the aircraft or supporting emergency response equipment shall be reported to appropriate Shell Company personnel immediately.

11.2.3. Planning Considerations

11.2.3.1. Where limited SAR capabilities preclude recovery of survivors offshore at night, flying shall cease early enough in the day to ensure that the full aircraft POB can be recovered prior to sunset.

11.3. Search And Rescue (SAR) Services And Equipment

11.3.1. General 11.3.2. The Contractor’s aircraft carrying Shell Group and contractor personnel shall be equipped

with necessary SAR supportive equipment and be backed by an appropriate level of rescue service that can be directed to the operating area without delay. Company will assist with determination of which equipment and services may be necessary. Factors to be considered include the following:

11.3.2.1. Environment of hostile versus non-hostile;11.3.2.2. Anticipated survival time of occupants versus anticipated rescue time;11.3.2.3. Local agency support;11.3.2.4. SAR Support Equipment.

11.3.3. Personal Locator Beacons and Emergency Radios. 11.3.4. Pilots for all offshore helicopters, geophysical aircraft, and low flying survey or patrol

aircraft shall carry a personal locator beacon, with voice capability, in their flight clothing, vest or constant wear life jacket.

11.3.5. Life rafts11.3.6. All life rafts should be equipped with an emergency beacon or radio that is waterproof

(non-voice systems are acceptable). The raft mounted emergency radios/beacons should be attached to the raft by a lanyard.

11.3.7. Homing Receivers 11.3.8. If not available for either water or land in the country of operation, then these homing

devices shall be added as a contract specification or included in Company owned equipment.

11.3.9. Rescue hoists11.3.10. The role of rescue hoists for search and rescue purposes in emergency response

planning (ERP) shall be carefully evaluated and a Risk Analysis completed.

11.3.11. When considering rescue hoisting as a secondary role for helicopters, consideration should be given to the overall ability of the operator to perform competently and to complete periodic training to support the hoisting role given the parameters established in the ERP. Such programs for over water rescue shall include training over open water without visual reference to land.

11.3.12. It may be more practicable to provide a linked life raft system rather than to provide a rescue hoist if the Risk Analysis supports this decision. Nonetheless, both are demanding tasks when conducted over open water and periodic training shall be undertaken.

11.3.13. Warm up clothing11.3.14. Suitable clothing that rescued personnel can change into as soon as practicable

after rescue, such as sweat suits or blankets shall be located in a waterproof container with other rescue equipment. The type of clothing carried shall be subject to a risk based decision that takes into account the operating environment.

11.3.15. Overdue Aircraft 11.3.16. An aircraft that fails to contact flight following at required time intervals, is not

being tracked by a remote satellite flight tracking system or fails to respond to radio contact, is considered overdue.

11.3.17. If any aircraft is reported overdue through the Flight Following facility, or other means, actions detailed in the Emergency Response Plan shall be initiated. A check list sheet shall be used from the first instance to ensure all appropriate actions are undertaken and to document all relevant information.

11.3.18. Accident, Incident, Hazard and Near Miss Reporting

11.3.19. Information concerning an aircraft involved in an accident, incident or near miss while under contract to the Company shall be reported immediately to the Shell Company aviation representative on location.

11.3.20. In any event, the adherence to a detailed Emergency Response Plan will assist in providing clear and coordinated procedures to deal with all possible scenarios.