Recommendation # 12 - C-NLOPB

Recommendation # 12

Return to Night Passenger

Transport Operations

Operator Response Update

January 2013

OHSI Recommendation #12 Night Flying Response Update from Operators

Table of Contents

Section 1 - Action Items Response

Section 2 - Implementation Plan

Section 3 - Supporting Documents

Section 3.1 - Transport Canada NVG Training Response

Section 3.2 - Cougar SAR Manual Annex P- Initial Night Vision Goggle Pilot Training Program

Section 3.3 - Bird Report

Section 3.4 - Application for Reduced Limits to a Rescue Site

Section 3.5 - Limits from Cougar SAR Manual

Section 3.6 - Night Ops Schedule

Effectivity: 18 Dec 2012 1

Night Flight Action Items

Observation Action required Response 1. P.9. f. “..and the work yet to be done before night flight operations can resume.

Describe what work is remaining, how it is to be done, and estimate the time frame for completion

The project plan (MS Project) reflects the work that remains to be done. An updated version of the project plan will be included with this response. This also addresses the comments made in observation 14. In general, the follow areas are still in progress:

• NVG TC cert for the aircraft • NVG Op TC clearance for NVG • NVG training • Night Flight training • NVG Modification of the 2nd SAR aircraft

Given that the report was required prior to the completion of all implementation activities, the intent was to give a plan and an update to the plan with the expectation that the clearance to return to night flying would be contingent on the completion of these items. A separate implementation plan has been created to reflect this.

2. P.13 a. Night Flying “ will be reintroduced in a measured manner…”

Describe the reintroduction program – how will it start, what are the steps of progression, what will be “the full deal”?

The measured approach is addressed in the MS Project Plan. The following is an overview of the progression:

a. Night simulator training – 4 hours per pilot b. Night flight training in actual aircraft c. Night flight training/ LTO at the oil platforms d. NVG flight training for the SAR crews e. AFCS training for the SAR crews

No passenger night flying will occur until the designated


Observation Action required Response line crews have completed simulator and aircraft night flying training For the SAR crews on standby, they will have completed the same training as the line crews plus NVG, night flight rescue ops and SAR AFCS training. This is reflected in the implementation plan. Gradual return to night flying starting with partial night flights on an as-required basis and only progressing to full night flights when the crews have had sufficient night experience. Regardless, it is not the intent of the operators to extend the regular flight day to include night flights for passengers. This would only occur on rare exceptions. Rather, night passenger flights will only occur during the winter at the beginning and the end of the normal day schedule due to the reduced number of daylight hours.

3. P. 13 c. “ Cougar will continuously enhance its SAR capability..”

Give some examples of enhancements, with time estimates for introduction

The following are examples of SAR enhancements:

a. Day and NVG Head Up Display b. New Flight Simulator in Canada c. Desk top constructive simulation for SAR

training d. Enhanced medical training for Rescue Specialist e. NVG Flight training device

The forecasted implementation time is FY 2014 or later. It is important to note that in no way are these items deemed necessary to return to night flying.


Observation Action required Response 4. P. 15, 1.9. “Cougar has produced a detailed Microsoft Project schedule..”

Identify all outstanding items and provide an estimate of the time line for completion

The update MS Project schedule is enclosed and includes all time lines for completion.

5. P. 16, 2.2f. “External Audit and SAR operations and training”

Provide a copy of audit report for review by the C-NLOPB Aviation Advisor

A copy of this report has been sent to the C-NLOPB Aviation advisor.

6. P. 16, 2.2 g. “Approved Transport Canada Low Weather Limits for NVG and SAR activities”

Provide current limits, describe what requests have been made, and provide any TC feedback or response

The letter sent to TC and the page to the SAR Ops manual showing the limits has been enclosed. There are three approvals from TC that will occur in sequence:

1. STC approval for NVG modification 2. Approval to conduct NVG ops with established

limits 3. Approval to use SAR AFCS mode down to new

lower limits. Cougar currently trains with the SAR AFCS to higher approved TC weather and visibility limits.

7. Pg 20, 2.4 f. NVG Requirements Pg 22, 2.6 c. “The second phase of training involves NVG familiarization training on the S92A helicopter”

Describe the NVG training program in more detail, including an estimate of the time frame for completion. Also, there is a requirement for more than just equipment and training…. there needs to be a demonstrated night operational capability for the First Response aircraft and crews.

Cougar has produced an NVG training program which has been submitted to TC for final approval. Annex P of the SAR Operations Manual, specifically the advanced flight training, will describe the S92A NVG training program in full. See the attached MS Project Schedule for estimate time frame for completion. TC has recently issued a letter approving the Cougar NVG training plan (26 November 2012)

8. Pg 21, 2.5.3 Rescue specialist: The Board’s First Response paper details our expectations in this regard

Cougar will review the first response level of service paper. A response to this paper will be provided by the 18 December 2012.

9. P. 22, 2.6 a.“.. flight training on the new SAR AFCS..is nearing completion.”

Provide details of what training is outstanding, and an estimate of the time frame for completion

The SAR AFCS training includes day, limited visibility (IMC) and night training. All the day VFR training has been completed. IMC training is nearing


Observation Action required Response completion. The Night AFCS training will not be completed until the NVG training has been completed. The timings are reflected in the attached MS Project Schedule.

10. Pg 24, Conclusion: (seems premature)

Confusing - even using your own KPI’s some functionalities/capabilities have not been achieved or demonstrated e.g. night SAR capabilities (mentioned below) Approved transport SAR weather limits etc.

As mentioned previously, the report was requested prior to the completion of all implementation activities. The wording in pg 24, para 2.11 should read:

Based on the current and planned accomplishments with respect to enhancing the SAR capability, the prerequisite with respect to SAR readiness (Requirement 1) as stated in the OHSI Phase I report 9 will have been met prior to commencing night flying.

The document was intended as a plan that was to be submitted for approval and not as having completed all activities. The rationale for this approach was to have this report completed by the October time frame irrespective of implementation progress.

11. P. 23, 2.6 d. “..all aircraft Captains conduct live training in the actual helicopter at the Offshore installation

Describe the live training program, state of completion, and provide an estimate of the time frame for completion

The live training program has been completed by the Chief Pilot. A copy of this training plan will be enclosed. Microsoft Project schedule will show timings. This will be detailed in the written implementation plan.

12. Pg 28, 4.2 Key Performance Indicators:

The KPI’s use the words to describe the requirement such as “fidelity for night ops training” This could mean that the visual acuity and resolution needs only to meet the requirements for training and not actual

Yes, this is correct. The visual acuity and resolution only needs to meet the requirements for a Level D simulator. Transport Canada has approved this simulator and the training plan for use in training the Cougar pilots. A brief informal evaluation conducted


Observation Action required Response operating conditions. Subtle but important difference.

by the Cougar consultant confirmed that the capability of the simulator meets the training requirements detailed in the Cougar Simulator training plan. Any increase in the capability of the simulator is outside the ability of Cougar to influence as the simulator is owned and operated by a third party. The simulator training program will be reviewed to determine if there is any need to align with the requirements in the level of service paper produced by the C-NOLPB. This will be reflected in the response to the paper.

13. Pg. 30, 4.5 Simulator training:

Again, needs to have fidelity tied to actual operating conditions and not a preconceived training requirement.

Simulation fidelity is based the Level D requirements stipulated by the FARs. Transport Canada has approved the use of this simulator in concert with the Cougar simulator training plan. See the comment in the observation in 12.

14. P. 31, 4.7 “Based on the current and planned accomplishments … the prerequisite … has been met.”

Work that is still in the planning stage does not meet the “prerequisite”. Describe what remains to be done, and provide an estimate of the time frame for completion

Almost all of the night simulator flight training has been completed. The time frame is reflected in the attached MS project schedule. We believe that the prerequisites have been met from a planning perspective. Again, there is no intent to return to night flying until all of the training has been completed. This will be reflected in the implementation plan. The timelines are in the attached MS Project Schedule.

15. P. 31 4.5 Sim Eval-Night Training “..simulator has recently been evaluated by C-NLOPB P. 46 dii “this training was recently evaluated by C-NLOPB.”

For a proper evaluation to take place, a complete review of the Course Training Standards, Course Training plan and Simulator fidelity currently provided by Cougar will need to be conducted by the C-

Noted. This evaluation was conducted by the Cougar consultant based on his simulation and training needs experience. This involved evaluating the entire program followed by observing the flight training using actually crews. Mr. Jim Such was in attendance. Cougar is


Observation Action required Response NLOPB Aviation Advisor. This will require direct liaison between senior Cougar training personnel as well as Flight Safety International. From this evaluation, a formal Report (est 30 days after collection of data),will be produced by the Aviation Advisor. It will identify both the positive aspects of the current simulator program as well as any significant deficiencies WRT training or fidelity.

prepared to support a simulator evaluation by a third party simulator SME sometime in the new year (2013) with the CNLOPB representative in attendance. It is understood that the CNOLPB advisor would like to conduct the evaluation against the requirements in the level of service paper. This should NOT be considered as a prerequisite for the return to night flights.

16. P. 34 “.. flight to an offshore jack-up installation.

The simulator should be modified to replicate the actual flight departure and arrival destinations, YYT and an FPSO or MODU

The level of realism of the YYT airfield depicted in the flight simulator is sufficient for the training tasks identified in the Cougar training plan. It is important to note that the simulator is not a mission simulator but rather a flight training simulator. FSI has inserted a new model that is similar in design to the Hibernia platform. A 3D model of the FPSO has been sent to FSI for inclusion into the display.

17. Pg 37 Overall: Requirement 6: Fatigue Management

The study needs to define, more clearly, a fatigue management program so the Board can understand what is being proposed. The Reports descriptions differ significantly with what is proposed in the OHSI Implementation Teams Advising Document A formal program has an Objective (to manage risk of fatigue), Its has components designed specifically to meet the objective, (e.g. science-based scheduling policies and

The appropriate training and fatigue management processes have been put into place. Consequently, fatigue management is now part of the Cougar operational culture. It is reflected in various operations documents produced by Cougar. This information is available for review on request in location at Cougar.


Observation Action required Response procedures, health and fitness programs based on the demographics of the group, reporting programs, education programs (for both staff and managers), program measurement/evaluation etc. A program should have related activities and measures to determine the objective is being achieved on an ongoing basis.

18. P. 37, 6.3 “ The [FMP] will be integrated…

Describe how the FMP will be integrated within the SMS, and provide an estimated time frame for completion

See the response for observation 17. Fatigue management is mandated by Transport Canada to be contained in various company manuals. Through these manuals and also through responsible labor practices Cougar manages fatigue with a variety of policies for various departments to ensure that employees have sufficient rest periods to meet mandatory and company mandated periods for sleep. Both long and short term fatigue issues are addressed by compliance with regulation mandated by Transport Canada. While Cougar will provide training, guidance and a schedule which complies with the regulation, it is incumbent upon the employee to use opportunities provided to obtain the necessary rest and physical health. It is also required that an employee bring to management's attention when they are not rested or in the required health state, mentally or physically, to perform their duties safely"

19. P. 39 7.1/7.2 The requirement Describe how the search simulation will be A table top exercise with DND (103 Sqn, Coast Guard


Observation Action required Response is “. To simulate the search..” carried out. Is a “table top” exercise

considered an appropriate level of simulation?

and RCC Halifax) was carried out to review procedures. Two scenarios were discussed to determine the command and control protocols between Cougar and DND. Both DND and Cougar were pleased with the outcome of the exercise given that it resolved a number of communication and C2 issues. In the implementation plan and MS Project Schedule, an actual joint SAR exercise with DND has been planned for early 2013.

20. P.39 7.3 “..the two organizations have agreed to discuss

Describe how and when these discussions will occur

They occurred on the 12th of October and will occur twice a year.

21. P. 40 7.5 “ Given this planned activity, the prerequisite…has been met”

Describe how and when the planned activity will occur.

See observation 19 & 20

22. Pg 41 Requirement 8: Bird nocturnal behavior (Impact);

This requirement derived from the lack of studies in the area of migratory bird populations offshore and specifically the risks associated with night bird strikes involving migratory species. The Report simply duplicates the work conducted by the Team and does not address the identified potential SSD in the Advising Document.

After discussion with the report’s author, it was determined that the risk is negligible, according to the author. Furthermore, the author indicated that whatever risk was there was much reduced at night. A copy of the report has been provided to the CNLOPB for review.

23. Pg. 42, 8.5 Conclusion: (“risks posed at night by migratory birds”)

This is a broad statement that does not justify doing nothing.

See comment for observation 22.

24. Overall Comment: Acronyms used without proper referenced /definitions e.g. ECL, MFD, AS/G/S etc.

Edit report for additions to Table of Abbreviations pg 6

This will be fixed in the next version.


Observation Action required Response 25. Pg 44, 9.1 Performance Measurement

The OHSI Implementation Team formulated fairly detailed performance requirements for returning to Night Pax Ops. (Annex 1 Advising Doc). These performance requirements will need to be fully addressed before the Board can approve the proposal to return to night Pax Ops. Discussions between C-NLOPB and Operators for the establishment of an independent Safety Oversight Management Framework (proposed in a letter from CSO dated 13 Sept) are ongoing. The establishment of this framework, at least as it pertains to helicopter safety, will also need to be in place.

Cougar believes that these performance requirements have been fully addressed. It is recommended that the Board should approve the return to night flying in principle predicated on a list of stated constraints and limitations. Cougar is prepared to work with the board to develop this list. The establishment of an independent Safety Oversight Management Framework should not be viewed as a condition for the return to night flying.

1 Implementation Plan January 2013

Implementation Plan

Return to Night Passenger

Transport Operations

Provided to the

CANADA-NEWFOUNDLAND AND LABRADOR OFFSHORE

PETROLEUM BOARD (C-NLOPB)

By Keith Gladstone

January 2013


Table of Contents

Table of Contents ............................................................................................................................ 2

References ....................................................................................................................................... 3

1 Introduction .................................................................................................................................. 4

1.1 Purpose .................................................................................................................................. 4

1.2 Scope ..................................................................................................................................... 4

1.3 Key Performance Indicators (KPI) .......................................................................................... 4

1.4 Risk Management Approach ................................................................................................. 7

1.5 Operational Considerations ................................................................................................... 7

1.6 Advising Document OHSI Phase I, Recommendation 12 ....................................................... 8

1.6.1 Recommendation 1 ............................................................................................ 8

1.6.2 Recommendation 2 ............................................................................................ 9

1.6.3 Recommendation 3 .......................................................................................... 10

1.7 Implementation Schedule ................................................................................................... 10

1.8 Night Definition ................................................................................................................... 10

2 Implementation Plan .................................................................................................................. 11

2.1 Overview .............................................................................................................................. 11

2.2 Phase 1: Preparatory ........................................................................................................... 11

2.3 Phase 2: Initial Capability .................................................................................................... 12

2.4 Phase 3: Final Capability ...................................................................................................... 13

Report Produced By: Keith Gladstone GAC - Aerospace & Defence Consulting 45 O'Connor Street, Suite 1150 Ottawa, Ontario CANADA, K1P 1A4


References

1. Canada-Newfoundland and Labrador Offshore Helicopter Safety Inquiry, Volume 1 – Report and Recommendations, by The Honourable Robert Wells, Q.C., October 2010.

2. Report of the Public Review Commission for the Hebron Development Application, by Mr. Miller Ayre, February 2012.

3. Operational Safety Risk Analysis (OSRA) of Night Helicopter Transport Operations In the C-NL Offshore Area, Produced by SMS Aviation Safety, On behalf of The C-NLOPB Offshore Helicopter Safety Inquiry Implementation Team, November 2011.

4. Advising Document OHSI Phase I, Recommendation 12 Regarding passenger night flights, 09 January 2012.


1 Introduction

1.1 Purpose The purpose of this implementation plan is to demonstrate the measured approach that will be taken when returning back to passenger night flight operations. This plan is an addendum to the Final Report published in October 2012 that described how the recommendations of the OHSI Implementation Team would be addressed by Cougar.

1.2 Scope The scope of the Final Report was confined to addressing the following areas of concern:

a. Search and Rescue (SAR) Capability – the ability to perform SAR missions in a successful and time effective manner;

b. SAR Response Time – Cougar’s capability to respond within a desired time frame to an emergency situation requiring the services of the SAR resources resident at Cougar Helicopters in St. John’s, NL;

c. Helicopter Night Ditching – the capability of the aircraft and its crew to ditch a helicopter safely at night;

d. S-92A Helicopter Flight Simulator Capability – the fidelity and capability of the simulator to be sufficient for night flight training to include the training for emergency events such as the ditching of the helicopter;

e. Helicopter Night Simulator Training Program – the effectiveness of the Cougar simulator training program to ensure adequate training of crews in night normal and emergency situations;

f. Fatigue Management Program (FMP) – the scope of and level of participation in Fatigue Management training to ensure all of Cougar’s aircrew, Rescue Specialists, and maintenance personnel are fully aware of the FMP;

g. Joint Cougar / DND SAR Exercises – the level of interactivity between Cougar and DND in terms of joint training and procedures are sufficient;

h. Nocturnal Bird Activity – the level of risk from bird activity to night flight operations.

The implementation plan will detail how the return to night flying will be implemented within the context of these issues.

1.3 Key Performance Indicators (KPI) The following Key Performance Indicators were developed to give targets that would provide qualitative assessment criteria to determine readiness to commence night flight operations. The implementation plan will be developed along the lines of these KPI:


a. Search and Rescue (SAR) Capability

i. A resident SAR capability at Cougar capable of night and day operations; ii. An acceptable level of training for the SAR crews to include but not be

limited to, the following: 1. Night training; 2. Night Vision Goggle (NVG) training; and 3. SAR training.

iii. Adequate technical capability to conduct SAR operations to include, but not be limited to, the following capabilities

1. Properly trained crew to include the pilots and the rescue specialists;

2. Forward Looking Infra-Red (FLIR) Sensor; 3. NVG; 4. Hoist; 5. Rescue & First Responder Medical Equipment; and 6. Four Axis AFCS to allow coupled approaches to a stable hover

for use in reduced visibility conditions. iv. Ongoing SAR Risk Assessment (RA) process including mission by

mission RA; v. AFCS pilot training completed in Night, Day and Instrument

Meteorological Conditions (IMC; i.e. in cloud); vi. External audit of SAR operations and training; and

vii. Approved Transport Canada low weather limits for NVG and SAR activities.

b. SAR Response Time;

i. During Passenger Flight Operations: 20 minute response time, which is defined as the time from being notified of a declared emergency to the aircraft entering the hover prior to departing in response to a SAR request;

ii. Outside Passenger Flight Operations: 45 minute response time; and iii. Sufficient crews and equipment to perform the assigned SAR mission

within the respective timings.

c. Helicopter Night Ditching

i. Crews have recent proficiency and currency gained by conducting night ditching training in the flight simulator;

ii. Aircraft capability that enables a safe and effective ditching to a point where the crew and passengers can successfully exit the aircraft after a ditching; and

iii. Ongoing night ditching training program.


d. S-92A Helicopter Flight Simulator Capability

i. Detailed night training plan with the following content:

1. Detailed training objectives; 2. Full scope of training spectrum for night operations; 3. Training standards to be achieved by each crewmember. 4. Flight model fidelity to the latest standard (Level D); 5. Training development and tracking of flight crew; 6. Debriefing guidelines; and 7. Follow-Up training process.

ii. Simulator Capability:

1. Flight model fidelity to the latest standard (Level D); 2. Visual acuity and resolution sufficient for night ops training; 3. Instructor Operating Station with ability to control environment,

aircraft condition and degraded modes; 4. Models (i.e. Offshore Installations); 5. External environment - 3D ocean sufficient for night ditching

training; 6. Special Effects - float deployment sufficient for realistic night

ditching training; and 7. Aircraft system functionality – representative and fully

operational flight systems that can be practised in a realistic environment.

e. Helicopter Night Simulator Training Program

i. Updated training plan with emphasis on night emergency descent and

night ditching; and ii. Pilots involved in SAR and/or passenger transport flying will undergo the

training.

f. Fatigue Management Program (FMP)

i. All Cougar aircrew will have completed the FMP; ii. All Cougar SAR crews will have completed the FMP;

iii. All Cougar maintenance personnel will have completed the FMP; iv. The FMP will be integrated with the Cougar SMS program; and v. Fatigue and Human Factors elements are considered prior to each flight

during completion of the pre-flight Risk Assessment Matrix (RAM)


g. Joint Cougar / DND SAR Exercises

i. Initial meeting with DND to discuss and agree upon joint procedures and protocols; and

ii. Table top exercises to trial joint procedures and protocols.

h. Nocturnal Bird

i. Discussion with report author on the implication of nocturnal bird activity on Cougar operations; and

ii. Change in Cougar flight operations procedures to account for any flight risk associated with nocturnal bird activity.

1.4 Risk Management Approach The implementation plan will use the same risk management approach that was mentioned in the Final Report. These approach is known as the “Principle of As Low A Reasonably Practicable (ALARP):

A principle based on the premise that risk to people may be categorised by risks that are; So great as to be considered unacceptable or Sufficiently small to be considered broadly acceptable. AND Where a risk is determined to be between these two states, then it is reduced to the lowest level practicable (ALARP), bearing in mind the benefits following its acceptance and taking into account the costs of any further reduction.

1.5 Operational Considerations As mentioned in the Final Report, there are a number of considerations that must be addressed before returning to night operations. They are factored into the implementation plan. These are aside from the items discussed in Recommendation 12 of the inquiry.

a. Night flying is a skill that requires constant practice. Therefore, it will be re-introduced in a measured manner to ensure that all pertinent risks are addressed and that all personnel have received the prerequisite refresher training;


b. The crew and support personnel will be trained to a level to support full night operations. In other words, crews will be trained to conduct the entire flight profile at night, which includes the flight from the departure base to the offshore installations and return. The reason for this is that, given the variability of the local weather, it is possible that a flight may end up operating fully at night even though the original plan was to only fly at night for a small segment of the flight;

c. Cougar will continuously enhance its SAR capability to ensure that it reduces the risk associated with any unforeseen event that may occur during flight operations;

d. Cougar has become accustomed to completing passenger operations operating solely during the daylight hours. Therefore, Cougar will thoroughly review its process to ensure they are once again fully harmonized with the operational tempo;

e. The introduction of the SAR AFCS hover transition capability is a beneficial addition to the Cougar capability. The crews have developed a significant level of proficiency and knowledge about this new system so that are able to operate with this system safely and effectively. This has been done in a methodical manner to maximize proficiency and safety; and

f. Operating at night, even within a normal duty cycle, can be more fatiguing for some personnel. Therefore, emphasis will be placed on effective fatigue management.

1.6 Advising Document OHSI Phase I, Recommendation 12 The three recommendations described in the following paragraphs will provide the requirements and guidance for the implementation plan.

1.6.1 Recommendation 1 The above named document is the main focus point for the return to night flight. 1 As part of recommendation 1 of that report, the following requirements must be met before offshore night flying can recommence. These, which are summarized as follows, will be incorporated into the implementation plan:

1. Requirement 1: The First Response SAR aircraft dedicated to the C-NL Offshore Industry is equipped with an automatic flight control system (“auto hover”), and the crew are able to meet the wheels-up time specified in OHSI Recommendation 1.

2. Requirement 2: The Helicopter Service Provider demonstrates that pilots conducting night flights are capable of successfully ditching in no-light conditions.

1 Advising Document OHSI Phase I, Recommendation 12 Regarding passenger night flights, 09 January 2012, page 11.


3. Requirement 3: The fidelity of the S-92A simulator enables pilots undergoing night training to experience circumstances that closely approximate those that can be expected during an actual ditching in no- or low-light conditions.

4. Requirement 4: There is a night simulator training program that enables pilots to demonstrate proficiency in normal and abnormal operations while conducting approaches, arrivals, landings, take-offs, departures, and go-arounds at offshore installations while experiencing dynamic operating and environmental conditions.

5. Requirement 5: A Fatigue Management Program (FMP) is in place for helicopter transport pilots and First Response SAR pilots. The FMP is customized to account for the operating conditions in the C-NL Offshore Area and the demographic make-up of helicopter pilots working in the Industry.

6. Requirement 6: A FMP for maintenance personnel is in place, and the FMPs for pilots and maintenance personnel are integrated with the Helicopter Service Provider’s safety management system (SMS).

7. Requirement 7: Periodic exercises involving the key responders (e.g., Cougar First Response SAR resources and DND SAR resources) are conducted to simulate the search for a helicopter that has ditched at night and the rescue of its occupants.

8. Requirement 8: Studies of nocturnal behaviours of birds that seasonally migrate along the east coast of Newfoundland be commenced and there is a formal commitment to employ findings to develop appropriate mitigation if the studies demonstrate elevated risk caused by nocturnal bird movements.

1.6.2 Recommendation 2 Once the requirements of recommendation 1 had been satisfied, the report recommended the following:

“Recommendation 2: The Team recommends that if night flight is resumed, a measurement framework needs to be developed. Two performance goals would be required:

• Performance Goal 1: Verify that the structure to reduce the risks of night flight is in place and functioning before night flight is resumed; and

• Performance Goal 2: Measure the ongoing attainment of an acceptable

level of risk of night flying. The high-level goal of the measurement framework would be to demonstrate that the risks of night helicopter transport operations resulting from this option are being managed to an acceptable level of risk.” 2

2 Ibid, page 13.


1.6.3 Recommendation 3 The report offered another recommendation on the subject of different ‘levels’ of night Flight:

“Recommendation 3: The Team recommends that the C-NLOPB consider different ‘levels’ of night flight. As noted in page 2 of this Advising Document, the Team examined a number of different levels of night flight for the C-NL Offshore Industry. If the Board accepts Recommendations 1 and 2, the Team recommends that C-NLOPB staff examine the feasibility of operating a multi-tiered system with different levels of night flight.” 3

1.7 Implementation Schedule The attached Microsoft Project Schedule and Work Breakdown Structure (WBS) is attached at Appendix A. It shows the steps and associated timeline for achieving them.

1.8 Night Definition For the purposes of this implementation plan, night flying’ refers to helicopter transportation that occurs wholly or partially during the hours of darkness. This includes departures and landings at dawn and dusk.

3 Ibid, page 13.


2 Implementation Plan

2.1 Overview The following are the steps and recurring activities that will achieved. The implementation will be conducted in three phases:

a. Phase 1: Preparatory b. Phase 2: Initial Capability c. Phase 3: Final Capability

2.2 Phase 1: Preparatory The following will be completed before the commencement of any passenger flights at night:

a. Cougar Operations:

i. NVG and SAR Hover mode operations manual approved by TC (COMPLETED);

ii. New lower NVG and SAR Hover mode weather limits approved by TC (PARTIALLY COMPLETED - ONGOING);

iii. Night transit routes de-conflicted with bird transit routes (COMPLETED);

iv. SAR Audit (COMPLETED); v. SAR Risk Assessment in place (COMPLETED);

vi. Fatigue Management Program in place (COMPLETED); vii. Fatigue Assessment tool in place (COMPLETED);

viii. SAR meetings with DND to discuss common procedures and one table top exercise (COMPLETED); and

ix. Night simulator training program in place with emphasis on night ditching (COMPLETED).

b. SAR aircraft:

i. Two helicopter NVG compatible (1st AIRCRAFT COMPLETED – 2nd AIRCRAFT NOT COMPLETED - ONGOING);

ii. Operational response times achieved (COMPLETED); and iii. Two helicopter with certified for SAR hover AFCS mode

(COMPLETED).


c. SAR crews

i. Capable of conducting a SAR mission during the day as per Cougar training plan (COMPLETED);

ii. Capable of conducting a SAR mission during the night as per Cougar training plan including the use of NVG (PARTIALLY COMPLETED - ONGOING);

iii. SAR AFCS Training completed: 1) Day (COMPLETED) 2) Reduced Visibility (IMC) conditions(COMPLETED) 3) NVG (PARTIALLY COMPLETED - ONGOING)

iv. Fatigue management training completed (COMPLETED); v. Completed new night simulator training program (COMPLETED); and

vi. Trained to use NVG (COMPLETED); vii. Completed 5 hour NVG training on S92 (PARTIALLY COMPLETED -

ONGOING).

d. Line crews designated for night flights (passenger flights)

i. Crews trained using latest night simulator training program (COMPLETED)

ii. Crews conducted night unaided training over water (PARTIALLY COMPLETED - ONGOING);

iii. Crews conducted night oil platform landings (NOT COMPLETED - ONGOING);

iv. Fatigue management training completed. (COMPLETED) NOTE: See the attached schedule for forecasted completion dates for the items that are ongoing but not completed.

2.3 Phase 2: Initial Capability The initial capability is driven by the desire to return to night flying in a measured manner to ensure that both ground and air crews regain proficiency with night operations. To this end, the following limits will be imposed for the first three months from commencement of night flight operations.

a. Weather limits: i. SAR: operate at the original SAR weather limits (see enclosed TC letter),

ii. Line crews: VMC at night ( defined as minimum weather of 1500 feet and 3 miles visibility;

b. Operating Day: the standard operating day will not be extended beyond what is already in place (i.e. not outside core hours). The need to night fly will occur as a consequence of days with shorter daylight hours during the winter months; and

c. Maintain Currency Requirements:


i. NVG: 5.0 hrs with at least 3 Helicopter Night Vision Goggle Operations (HNVGO) Circuits per 60 days (defined in COM 8.40.6),

ii. Night: 3.0 hrs per 45 days, iii. Offshore Deck Landings: 3 landings per 90 days, iv. SAR night training: 10 hrs per 90 days, and v. Night simulator training: 4 hrs per 90 days.

2.4 Phase 3: Final Capability After three months of night flying from the commencement of the initial capability, the following will apply:

a. Weather limits: i. SAR: operate at the new SAR weather limits (see enclosed TC letter),

ii. Line crews: TC approved weather limits ( defined as minimum weather of 150 feet MDA on approach and ½ x miles visibility at Missed approach point – approach ban applicable at < 1/4sm visibility);

b. Operating Day: the standard operating day will not be extended beyond what is already in place by more than 2 hours, and then only by exception;

c. Maintain Currency Requirements: i. NVG: 1.0 hrs with at least 3 HNVGO Circuits per 60 days (COM 8.40.6),

ii. Night: 1.0 hrs per 45 days, iii. Deck Landings: 3 landings hrs per 90 days, iv. SAR night training: 10 hrs per 90 days v. Night simulator training: 2 hrs per 90 days


Transport

Canada

Transports

Canada

November 26, 2012 Via email [email protected]

Cougar Helicopters Inc.

PO Box 21300

St. John’s, NL A1A 5G6

Attention: Captain J.J. Gerber, Director of Flight Operations

Dear Sir:

Pursuant to Sub-section 704.116(1) of the Canadian Aviation Regulations, this constitutes

conditional approval of the Cougar Helicopters Inc. Night Vision Goggle training program as

submitted in Amendment #34 to Cougar Helicopters Company Operations Manual and Amendment

#3 to the Search and Rescue Operations Manual dated 14 September 2012. Cougar Helicopters Inc.

may conduct training under this program to demonstrate to the Minister that the training is adequate

to permit the persons who receive it to safely perform their assigned duties. Final approval of this

program will be given once the Minister has evaluated its effectiveness and any identified

deficiencies have been corrected.

This letter does not constitute approval of Company Operations Manual Amendment #34 or Search

and Rescue Operations Manual Amendment #3 at this time. Such approval is reserved pending

further review and co-ordination of document submissions.

Yours truly,

J. Ross MacKay

Technical Team Lead, Flight Operations

Chef d'équipe technique, Opérations aériennes

Civil Aviation/Aviation civile

Atlantic Region/Région de l’Atlantique

For the MINISTER OF TRANSPORT/Pour le MINISTRE DES TRANSPORTS

JRM/cl

PO Box 42, Moncton, NB E1C 8K6 Tel. 506-851-7249 e-mail [email protected]

Your file Votre référence

Our File Notre référence

5258-4791-22

RDIMS # 8010992

mailto:[email protected]

mailto:[email protected]

SAR MANUAL ANNEX PCOUGAR HELICOPTERS, INC.

Initial NVG Training Program AP-1 Rev: Original Sep 14, 2012

ANNEX P – INITIAL NIGHT VISION GOGGLE PILOT TRAINING PROGRAM

CONTENTS

ANNEX P – INITIAL NIGHT VISION GOGGLE PILOT TRAINING PROGRAM .................................................................................. 1

CONTENTS ....................................................................................................................................................................... 1

P.1 GROUND TRAINING ‐ INITIAL .............................................................................................................................. 3

P.2 GROUND TRAINING ‐ ADVANCED ...................................................................................................................... 7

P.3 FLIGHT LESSONS ‐ INITIAL .................................................................................................................................... 8

P.4 FLIGHT LESSONS ADVANCED ............................................................................................................................ 12

P.5 CREW MEMBER GROUND TRAINING............................................................................................................... 14

P.6 CREW MEMBER FLIGHT LESSONs ...................................................................................................................... 16

JJ Gerber

Text Box

This represents to submitted NVG Training program for pilots and crew members which has not been approved yet. However, but all issues has been resolved regarding this section and TC indicated approval will be given.

SAR MANUAL COUGAR HELICOPTERS, INC.

AP-2 Initial NVG Training Program Sep 14, 2012 Rev: Original



P.1 GROUND TRAINING ‐ INITIAL

NOTE: While times have been assigned to each event, candidates shall progress on a proficiency basis and not proceed

automatically after the minimum required hours

GROUND TRAINING‐ INITIAL

GROUND TRAINING (NVG‐GTI‐1)

Objective: At the completion of this lesson the pilot will be able to completely identify the components/characteristics of the Night Vision Goggle (NVG) system.

Elements: a. NVG Operating Rules and Regulationsb. NVG Description, Capabilities and Limitations c. NVG Associated Equipment Including Batteries d. Additional Equipment e. NVG Monocular Components f. Operational Sequence of the NVG including individuals eyeglass requirements g. Nomenclature, Functions, and Pre‐Operational checks of the NVG h. Low Battery Indicator Check i. NVG Helmet Mounting Procedures j. Powering the NVG k. NVG Deficiencies l. Helmet Dismounting Procedures m. General Care and Cleaning n. NVG Operational Checks and Focus Procedures

i. Assemble NVG equipment ii. Perform initial focus (using indoor eye lane or approved testing device) iii. Perform infinity focus outdoors at night practice Night viewing outdoors

o. NVG Failures and Emergency Procedures p. Review of Emergency Practical such as egress and underwater escape

Schedule: Lecture: 2 Hours Review: 30 Minutes

Equipment: Audio Visual Devices, NVG Helmet, with mounting bracket and battery pack, NVG

Instructor Actions: Present and explain all elements.

Student Actions: Take notes; ask questions.

Completion Standards:

Upon completion of this lesson the pilot will be able to completely identify the components/characteristics of the Night Vision Goggle (NVG) system.




Objective: At the completion of this lesson the pilot will be able to manage the effects of visual limitations during night flight while performing duties as an aircrew member.

Elements: a. Anatomy of the Eyeb. Common Visual Deficiencies c. Types of Light Levels d. Types of Vision e. Factors Affecting Dark Adaptation f. Limitations of Night Vision g. Night Flight Hazards and Limitations h. Self Imposed Stresses i. Visual Illusions j. Night Viewing Techniques – Aided and Unaided k. Physiological Effects of Night Vision Devices (NVD’s) l. Night Vision Protections m. Effects of Lighting on Night Vision n. Distance Estimation and Depth Perception


Equipment: Audio Visual Displays

Instructor Actions: Describe and explain all elements

Student Actions: Take notes; ask questions


Upon completion of this lesson the pilot will be able to manage the effects of visual limitations during night flight while performing duties as an aircrew member.




Objective: At the completion of this lesson the pilot will be able to interpret the terrain at night flight while performing duties as an aircrew member.

Elements: a. Sources of Ambient Lightb. Restrictions to Visibility at Night c. Cues for Visual Recognition at Night d. Factors Affecting NVG / Night Terrain Interpretation e. NVG Navigation Cues f. Meteorological Conditions g. Special Considerations

Schedule: Lecture: 1 Hour Review: 15 Minutes





Upon completion of this lesson the pilot will be able to interpret the terrain at night flight while performing duties as an aircrew member.


Objective: At the completion of this lesson the pilot will be able to complete NVG/Night flight planning.

Elements: a. NVG/Night Flight Planning Considerationsi. Ambient Light ii. Meteorology iii. Protection of Night Vision iv. Before Departure Checks v. Route Planning vi. Risk Assessment vii. Scene Operations viii. Contingency Planning b. NVG/Night Lighting Considerations including LED lighting on obstacles, airfields, and other

aircraft. c. Risk Assessment






Upon completion of this lesson the pilot will be able to complete NVG/Night flight planning




Objective: At the completion of this lesson the pilot will be able to ensure that the Authorized Types of Operations, Forms, Records, and Duty Position Responsibilities are correct, complete and complied with.

Elements: a. Company Operations Manual and related NVIS Manuals and SOPs b. Authorized Types of Operations

i. Landing and Takeoff ii. Enroute

c. Forms, Records, and Administrative Procedures i. Night Vision Goggle Log ii. Pilot Flight & Duty Time Summary

d. Authority and Responsibility of Duty Position i. Required Aircraft Documents For NVG Operations ii. NVG/NVIS STC RFM Supplement iii. Aircraft Log Books iv. Preflight Actions

A. Aircraft preflight at the start of duty for NVG operations B. NVG preflight inspection and operational checkout C. Aircraft cockpit instrument and control clarity D. Discrepancy Logs, equipment and unauthorized lighting

e. Verification of Before Takeoff Crew Briefing f. Required Equipment on Board g. Flight Time Limitations, Rest Requirements, and Documentation h. Post‐flight Actions i. NVG discrepancies j. Aircraft discrepancies


Equipment: Audio Visual Displays, various logbooks and documents




Upon completion of this lesson the pilot will be able to ensure that the Authorized Types of Operations, Forms, Records, and Duty Position Responsibilities are correct, complete and complied with.



P.2 GROUND TRAINING ‐ ADVANCED



GROUND TRAINING ‐ ADVANCED

GROUND TRAINING (NVG‐GTA‐1)

Objective: At the completion of this lesson the pilot will be able to ...

Elements: q. Text r. Text iv. Text v. Text vi.

s. NVG Failures and Emergency Procedures

Schedule: Lecture: x Hours Review: 30 Minutes

Equipment: Audio Visual Devices, ...




Upon completion of this lesson the pilot will be able to ...

GROUND TRAINING (NVG‐GTA‐2)

Objective: At the completion of this lesson the pilot will be able to ...

Elements: t. Text u. Text vii. Text viii. Text ix.

v. NVG Failures and Emergency Procedures

Schedule: Lecture: x Hours Review: 30 Minutes

Equipment: Audio Visual Devices, ...




Upon completion of this lesson the pilot will be able to ...



P.3 FLIGHT LESSONS ‐ INITIAL


automatically after the minimum required hours Concurrent INITIAL training of a Pilot Flying and a Pilot non‐flying is not

allowed.

FLIGHT LESSONS ‐ INITIAL

FLIGHT LESSON (NVG FTI‐1) – DAYTIME EXPOSURE

Objective: Daytime exposure to the helicopter to be used to include pattern work, and emergency procedures review.

Discussion / Briefing a. Specific flight characteristics of the helicopter, pattern work and patterns, airfield and airspace specifics, crew coordination, and normal and emergency procedures

Elements: a. Pattern work, and emergency procedures, conduct area familiarization and enforce crew coordination.

Schedule: Flight Hours: at least 0.5 Hours Review: 30 Minutes

Equipment: Aircraft

Instructor Actions: Describe, demonstrate, supervise and critique all elements

Student Actions:


Perform flight to a safe standard demonstrating safe and adequate handling of the helicopter



FLIGHT LESSON (NVG FTI‐2) – NVG EXPOSURE

Objective: Initial exposure to NVG and NVG operating environment; demonstrate runway environment and cultural lighting’s effects, horizons, visual illusions and gain / loss in differing lighting conditions.

Discussion / Briefing a. Preflight b. Each element of this flight described below

Elements: a. Preflight Briefingb. Preparation

i. NVG Equipment Assembly/Initial Focus ii. Preflight Planning iii. Weather Planning for Local Area & Cross Country iv. Risk Assessment v. Aircraft Visual Inspection vi. Before Takeoff NVG Check

c. Demonstrate and practice under night unaided: i. Aircraft interior and exterior lighting ii. Caution/Warning System iii. Cockpit Familiarization

A. Conduct practice in an aircraft at night or in a dark environment on the ground

B. Assemble NVG equipment C. Use aircraft internal and external lighting systems D. Wearing NVGs, ensure wearer can visualize clearly all instruments and

controls E. Pilot to ensure adequate situational awareness of all controls and displays

in aircraft with NVGs on iv. Other Systems Familiarization such as Rad alt, Steerable searchlight & other equip.

d. NVG focus procedures e. Blind cockpit procedures f. Perform before starting engine through shutdown/post flight checks g. Maintain airspace surveillance h. Perform hover power check i. Perform traffic pattern flight j. Perform straight and level flight k. Perform level turns l. Perform climbs and descents m. Perform climbing/descending turns n. Checklist activities o. Crew Resource Management (CRM) p. Post Flight

i. NVG Recording Flight Time ii. NVG Discrepancies iii. Aircraft Discrepancies

q. Debriefing

Schedule: Flight Hours: up to 1.5 Hours Review: 30 Minutes

Equipment: Aircraft and approved NVG Helmet and NVG

Instructor Actions: Describe/demonstrate all elements

Student Actions: Pilot Flying





FLIGHT LESSON (NVG FTI‐3) – NVG TRAINING

Objective: NVG Training


Elements: a. Preflight Briefingb. Review previous tasks c. Demonstrate and practice:

i. Perform hovering flight ii. Perform normal takeoff iii. Perform navigation iv. Perform normal approach v. Respond to NVG failure vi. Checklist activities

d. Debriefing




Student Actions:






Elements: e. Preflight Briefingf. Review previous tasks g. Demonstrate and practice:

vii. Perform unusual attitude recovery viii. Perform IIMC recovery ix. Perform slope operations x. Respond to aircraft emergencies xi. Checklist activities

h. Debriefing




Student Actions:








Elements: a. Preflight Briefingb. Review previous tasks c. Demonstrate and practice:

i. Perform landing area reconnaissance ii. Perform confined area operations iii. Perform pinnacle/platform operations iv. Perform 180‐degree autorotation (Single engine only) v. Perform proper use of internal and external lights vi. Perform techniques for avoiding and recovering from brownout/whiteout

conditions d. Debriefing




Student Actions:



FLIGHT LESSON (NVG FTI‐6) – NVG TRAINING & EVALUATION

Objective: NVG Training and an in flight evaluation of the student’s proficiency

Discussion / Briefing a. Preflight b. Each element of this flight described below c. Required performance standard for completion of the training

Elements: e. Preflight Briefingf. Review previous tasks g. Flight Evaluation h. Debriefing




Student Actions:





P.4 FLIGHT LESSONS ADVANCED


automatically after the minimum required hours Concurrent INITIAL training of a Pilot Flying and a Pilot non‐flying is not

allowed.

FLIGHT LESSONS ‐ ADVANCED

FLIGHT LESSON (NVG FTA‐1) – Night Land Hoisting

Objective: Night Hoisting and Shore Crawl with NVGs


Elements: c. Preflight Briefingd. Review previous tasks e. Demonstrate and practice:

vii. Perform land hoist on field semi lighted area. viii. Perform shore crawl.

f. Debriefing


Equipment: Aircraft, approved NVG Helmet and NVGs, and nightsun


Student Actions:



FLIGHT LESSON (NVG FTA‐2) – Night SAR AFCS Transitions and Vessel Hoisting

Objective: Night Vessel Hoisting with NVGs


Elements: c. Preflight Briefingd. Review previous tasks if necessary e. Demonstrate and practice:

ix. Perform MOT with SAR AFCS to auto hover. x. Perform transition to the rest position using SAR AFCS and NVGs. xi. Perform station keeping in the rest position. xii. Conduct dry runs until instructor and crew determine readiness for live hoisting.

f. Debriefing


Equipment: Aircraft, approved NVG Helmet and NVGs, and nightsun


Student Actions:





FLIGHT LESSON (NVG FTA‐3) – Night SAR AFCS Transitions and Night Water Hoist



Elements: d. Preflight Briefinge. Review previous tasks if necessary f. Demonstrate and practice: i. SAR AFCS Transitions to the Hover

ii. Manoeuvring with P and Vhold iii. Water hoisting,

g. Debriefing




Student Actions:



FLIGHT LESSON (NVG FTA‐4) – NVG Advanced Evaluation


Discussion / Briefing h. Preflight i. Each element of this flight described below j. Required performance standard for completion of the training

Elements: i. Preflight Briefingj. Review previous tasks k. Flight Evaluation of selected tasks (minimum one land and one overwater sequence) l. Debriefing




Student Actions:





P.5 CREW MEMBER GROUND TRAINING



CREW MEMBER GROUND TRAINING

GROUND TRAINING (NVG‐CMGT‐1)

Objective: Operator Specific Training Segment

Elements: a. Air Carrier Certificate and Operations Specificationsi. Regulatory Basis, Authorization, and Limitations ii. Definitions and Description

A. Aided Flight B. Unaided Flight C. Night Vision Goggles D. Helicopter Night Vision Goggle Operations E. NVIS, aircraft lighting, NVGs, windshield

b. Forms, Records, and Administrative Procedures i. Night Vision Goggle Log

c. Preflight Actions i. Aircraft preflight at the start of duty for NVG operation ii. NVG preflight inspection and operational checkout iii. Aircraft cockpit instrument and control clarity iv. Verification of Before Takeoff Crew Briefing

d. Post flight Actions i. Recording of NVG Flight Time ii. NVG Maintenance and Inspections i. Reporting of NVIS Irregularities and Discrepancies


Equipment: Audio Visual Devices, logbooks and manuals, NVG helmet and NVG...




Upon completion of this lesson the pilot will be able to .describe the operator specific use of NVGs



GROUND TRAINING (NVG‐CMGT‐2)

Objective: Aircraft Specific Ground Training

Elements: a. Lighting Systemsb. Internal

i. Cockpit Lighting ii. Cabin Lighting iii. Instrument Lighting iv. Avionics Lighting v. Utility Lighting vi. Map light vii. Dome light viii. Overhead panel flood light

c. External i. Anti‐collision Lights ii. Position Lights iii. Landing and Search Lights iv. Other External Lights

d. Cockpit/Cabin Familiarization i. Conduct practice in an aircraft at night or in a dark environment on the ground. ii. Assemble NVG equipment iii. Use aircraft internal lighting systems. iv. Wearing NVGs, ensure wearer can visualize clearly all instruments and controls


Equipment: Aircraft in a darkened hangar or at night.




Upon completion of this lesson the pilot will be able to identify aircraft equipment and demonstrate the use of the various lights and NVG equipment of the person and aircraft..



P.6 CREW MEMBER FLIGHT LESSONS

NOTE:

CREW MEMBER FLIGHT LESSONS

FLIGHT LESSON (NVG CMFL‐1)

Objective:

Discussion / Briefing g. Preflight with pilotsh. Each element of this flight described below

Elements: a. Preparation i. NVG Equipment Assembly/Initial Focus ii. Preflight Planning iii. Aircraft Visual Inspection iv. Before Takeoff NVG Check

b. Emergency Procedures Training During Any Airborne Phase or Takeoff/Landing i. NVG Failure ii. NVIS light failure iii. Inadvertent IMC procedures

c. Crew Resource Management (CRM) d. Post Flight

i. NVG Recording Flight Time ii. NVG Discrepancies iii. Aircraft Discrepancies including NVIS Lighting System

Schedule: Flight Hours: at least 5 flight segments Review: 30 Minutes

Equipment: Aircraft


Student Actions:


Perform all duties of a crew member under NVG operations in a safe manner and not jeapordize the light policy of the flight crew



FLIGHT LESSON (NVG CMFL‐2) – NVG Operations

Objective: Demonstrate all aspects of a crew member’s understanding and responsibility during an NVG flight


Elements: a. Preflight Briefingb. Demonstrate and practice:

i. Perform NVG Equipment Assembly ii. Perform before take off NVG checks iii. Perform as crewman in recce of off field landing and confined area procedure and, iv. Perform as crewman in recce and execution of hoisting procedure or, v. Perform as crewman in water hoisting procedure or, vi. Perform as crewman in vessel hoisting procedure

c. Emergency Procedures Training During Any Airborne Phase or Takeoff/Landing

i. NVG Failure ii. NVIS light failure iii. Inadvertent IMC procedures

d. Debriefing


Equipment: Aircraft


Student Actions: Effectively demonstrate suitable capability in all tasks





Resumption of Newfoundland Offshore Helicopter Night Operations and Potential Interactions with Birds

Prepared by

Prepared for

Canadian Association of Petroleum Producers

LGL Report SA1165 May 2012

Resumption of Newfoundland Offshore Helicopter Night Operations and Potential Interactions with Birds

Prepared by

LGL Limited environmental research associates

388 Kenmount Road P.O. Box 13248, Stn. A St. John’s, NL A1B 4A5

(709) 754-1992 [email protected]

Prepared for

Canadian Association of Petroleum Producers Suite 403, 235 Water Street

St. John’s, NL A1C 1B6

LGL Project No. SA1165

May 2012

Suggested format for citation: Lang, T., B. Mactavish, and R.A. Buchanan. 2012. Resumption of Newfoundland Offshore Helicopter

Night Operations and Potential Interactions with Birds. LGL Report SA1165. Prepared for Canadian Association of Petroleum Producers, St. John’s, NL. 17 p. + Appendix

ii

Table of Contents Page

Table of Contents ............................................................................................................................ ii

List of Tables ................................................................................................................................. iv

List of Figures ................................................................................................................................ iv

Introduction ..................................................................................................................................... 1

Bird Hazards and Aircraft ................................................................................................... 1

Bird Hazard Studies in St. John’s Area .............................................................................. 3

Bird Species Relevant to Night Flight Operations .............................................................. 7

Areas and Times of Potential Risk.................................................................................... 10

Summary and Conclusions ........................................................................................................... 14

References Cited ........................................................................................................................... 15

Appendix 1: Vendors of Bird-Detecting Radar ......................................................................... A-1

iv

List of Tables

Table 1 Number of Reported Strikes and Strikes with Damage to Civil Helicopters for

the Four Most Commonly Struck Bird Groups, USA, 1990-2005. .............................. 3

Table 2 A List of Bird Hazard Studies Conducted by LGL in the St. John’s Area. .................. 4

Table 3 Gull Surveys by LGL at St. John’s Landfill, 1994-2009. ............................................. 5

List of Figures

Figure 1 Gull Strike to a Sikorsky S-76A with Acrylic Windshield. .......................................... 2

Figure 2 Major Flight Lines of Gulls in and Around St. John’s. ................................................ 6

Figure 3 Number of Bird Strikes Reported with Commercial and General Aviation

Aircraft in the United States from 1990 to 2010. ........................................................ 11

Figure 4 Percent of Bird Strikes by Month in Canada and the United States from 1991 to

1999............................................................................................................................. 12

Figure 5 Relative Risk of Damaging Bird Strikes along Helicopter Routes between the

Northern Avalon Peninsula and Offshore Oil Facilities, Based on an Existing

Knowledge of Bird Numbers and Movements over the Peninsula and Adjacent

Waters. ........................................................................................................................ 13

1

Introduction LGL Limited of St. John’s, Newfoundland and Labrador, was retained by the Canadian Association of Petroleum Producers (CAPP) of St. John’s to prepare of summary of bird studies conducted in the St. John’s area of relevance to the resumption of night flight operations between St. John’s airport and the Grand Banks. The work consisted of two parts: (1) preparation of a PowerPoint summary (appended), and (2) an overview report with focus on those birds that may pose some hazard to helicopter operations at night. The primary objective of the study was to answer the following questions:

• Do birds present hazards to offshore helicopter operations? • What studies relevant to bird hazards to aircraft have been conducted in the area? • What bird species pose the most risk to helicopters at night? • What areas and times might pose the most risk?

The report is organized under the following major headings:

• Bird Hazards and Aircraft • Bird Hazard Studies in St. John’s Area • Bird Species Relevant to Night Flight Operations • Areas and Times of Potential Risk • Summary and Conclusions

Bird Hazards and Aircraft Birds have presented hazards to aircraft operations since the beginning of manned flight. Hazards to fixed-wing aircraft have received the most attention because of the potential for significant loss of life and corresponding high public profile. Nonetheless, birds also provide risk to rotary-wing aircraft and there have been a number of accidents involving helicopters and birds, including aircraft similar to the Sikorsky S-92A used offshore Newfoundland. For example, a Sikorsky S-76C crashed due to a collision with a Red-tailed Hawk (female) at Morgan City, Louisiana in 2009 with loss of life. The crash was attributed to the use of an acrylic windshield in this particular aircraft that was not strong enough to prevent the bird from penetrating the flight deck and causing internal damage (NTSB 2010). A seagull collision with a Sikorsky S-76A acrylic windshield is shown in Figure 1. The largest gull in the St. John’s area is the Great Black-backed Gull (Larus marinus, male: 1,800 g) (Good 1998) which is also one of the most common gulls at the St. John’s Landfill. In contrast, the Red-tailed Hawk (Buteo jamaicensis) is typically about 1,100 g in weight (female) (NTSB 2010).

2

Source: NSTB 2010. Figure 1 Gull Strike to a Sikorsky S-76A with Acrylic Windshield. Bird strikes to civil helicopters in the US, 1990-2005, were summarized by Cleary et al. (2006). There were 370 reported bird strikes involving helicopters, with 50% of those reporting damage and 18% reporting significant damage. The bird strike rate for helicopters is less than for fixed-wing aircraft but the percentage reporting damage and injury is higher. Most fixed-wing strikes occur during landing and take-off whereas the majority of helicopter strikes occur en route. The reason for the difference is related to the altitude the different types of aircraft usually fly. For example, most helicopter operations occur no higher than about 2,000 feet. Gulls account for the highest percentage of reported bird strikes (Table 1) (Cleary et al. 2006). This is a result of most gull species’ ability to eat a broad range of foods and their need for open spaces for resting and preening during the day. Consequently gulls are attracted to many land uses, including sanitary landfills, fast-food restaurants, airports, and rooftops of large buildings. Gulls also readily commute as many as 40 km in one direction between nighttime roosts and productive feeding areas. This creates the potential for large flocks of gulls to pass near or over an airport twice daily even if neither the roost nor the feeding areas are near the airport.

3

Table 1 Number of Reported Strikes and Strikes with Damage to Civil Helicopters for the Four Most Commonly Struck Bird Groups, USA, 1990-2005.

Reported Strikes Strikes with Damage

Species Group 16-YearTotal % of Total Known 16-Year Total % of Total Known

Gulls 65 32 35 28

Waterfowl1 49 24 37 29

Vultures 19 9 17 13

Raptors2 17 8 10 8

All other known 54 26 28 22

Total known birds 204 100 127 100

Unknown birds 166 59

Total birds 3703 186

Source: Cleary et al. (2006). Notes: 1 Ducks, geese, and swans. 2 Hawks, eagles, falcons, kites, and owls. 3 Thirty-two (9 percent) of the 370 strike events with helicopters involved multiple birds.

Bird Hazard Studies in St. John’s Area A number of bird hazard studies have been conducted by LGL in the St. John’s area for Transport Canada, City of St. John’s, and St. John’s International Airport Authority. A complete list is provided in Table 2 below and full references are contained in “References Cited” at the end of this report. From the studies listed in Table 1, it can be concluded that the main risk in the St. John’s area of collisions with birds centres on the St. John’s Airport and the large concentrations of large birds (i.e., gulls) associated with the Robin Hood Bay regional municipal landfill operated by the City of St. John’s. Two large species, Great Black-backed Gull and Herring Gull (Larus argentatus, male: 1,100 g) (Pierotti and Good 1994) form the great majority of these gulls, although the medium-sized Ring-billed gull (Larus delawarensis) forms a large minority in spring and fall, and the large Glaucous Gull (Larus hyperboreus) is fairly common during winter. The numbers of gulls present at the landfill during the seven sets of surveys have ranged as high as 30,140 individuals (Table 3). The gulls do not spend the night at the landfill and thus they move in and out of the area on several general flight paths (see Figure 2).

4

Table 2 A List of Bird Hazard Studies Conducted by LGL in the St. John’s Area.

Topics/Areas Covered Client Authors Gulls at St. John's Airport and the Robin Hood Bay Waste Disposal Site

Transport Canada Davis and Mactavish (1995)

Numbers, movements and behaviour of gulls at Robin Hood Bay Waste Disposal Site

Transport Canada Davis et al. (1997)

Numbers, movements and behaviour of gulls at Robin Hood Bay Waste Disposal Site: Relationship to aircraft safety at St. John's Airport

Transport Canada Davis (1997)

Gull numbers and behaviour at the Robin Hood Bay Landfill City of St. John’s Mactavish and Davis (1999)

Comparison of gull numbers at the Robin Hood Bay Landfill during the 1996 and 2001 nesting season

City of St. John’s Mactavish (2001)

A fall census of gulls at the Robin Hood Bay Landfill, 5-12 November 2002


A mid-winter census of the gulls using the Robin Hood Bay Landfill: 29 January to 4 February 2003


Airport bird-hazard risk assessment process for St. John's International Airport

St. John’s Airport Lang (2007a)

Airport wildlife management plan for St. John's Airport St. John’s Airport Lang (2007b)

Review of St. John's Airport Authority's Airport Bird-hazard Risk Assessment and Airport Wildlife Management Plan

St. John’s Airport Lang (2009)

Census of gulls at Robin Hood Bay Landfill

St. John’s Airport and City of St. John’s LGL (2010)

5

Table 3 Gull Surveys by LGL at St. John’s Landfill, 1994-2009.

Year Survey Time Periods No. of Robin Hood

Bay Landfill surveys

Maximum Count of Gulls

Date of Maximum Count

1994 - 95 17 November -16 March 33 17,088 10 February

1996 26 June - 6 October 28 30,140 23 August

1999 10 - 27 February 6 12,350 20 February

2001 29 May - 1 June 2 8,875 29 May

2002 5 - 12 November 3 20,393 12 November

2003 29 January - 4 February 3 17,553 31 January

2009 4 September - 23 December 7 21,313 4 September

6

Figure 2 Major Flight Lines of Gulls in and Around St. John’s. Major relevant findings of the LGL studies include:

• Flight lines of gulls of flying between the landfill and daytime loafing sites and nighttime roosting sites were identified when possible (Figure 2).

• Gulls do not spend the night at the landfill; • All through the day thousands of gulls fly in and out of the landfill; • There are regular flight paths between the landfill and day time loafing sites and

nighttime roosting sites; • Quidi Vidi Lake is an important daytime loafing site for gulls but they do not usually

overnight on the lake; • Other regular daytime loafing sites include the other city ponds, rooftops of large

buildings, shopping malls, sports fields and St. John’s harbour; • Nighttime gulls roosts have been identified at a number of locations. Sites vary

through the year and are somewhat weather dependent: o When the wind is offshore, the water and cliffs along shoreline of between St.

John’s and Flatrock serve as night time roosting sites;

7

o In recent years St. John’s harbour, the buildings, containers, wharves protected by fences, and water or ice in the harbour have been used by several thousands of gulls at night;

o Gulls also roost at various locations in Conception Bay including Little Bell Island as well as locations yet to be identified;

o Gulls also overnight at undetermined locations south of Cape Spear.

• A major flight line of gulls is situated off the southern end of the St. John’s International Airport;

• This flight line is active throughout daylight hours including the half hour before and after sunset. For example, a total of 2,320 gulls were observed during the first 20 minutes after official sunset on 10 November 2009 flying west over Major’s Path paralleling the south border of the airport. Because of overcast conditions it was too dark to see if gulls were still flying more than 20 minutes after sunset;

• Night time flying activity of gulls is unknown away from well lit areas but is expected to be low if at all; and

• Gulls are active in St. John’s harbour at night where it is well lit by flood lights, especially around the sewage outlet at Pier 17, primarily Herring Gull and Ring-billed Gull during the summer and Iceland Gull (L. glaucoides) and Herring Gull in winter.

Bird Species Relevant to Night Flight Operations Nocturnally-active birds engage in two kinds of flights: long-distance migration or local movements by resident birds. Each kind of flight is used by a variety of species, at various altitudes, and at various times of the day. Long-distance migration takes place at altitudes up to many thousands of feet, depending on the species. Most migration takes place from April to May and from August to October. In the vicinity of the Avalon Pensinsula, nocturnal long-distance migration is practised by waterfowl (Anseriformes: ducks, geese), shorebirds (Charariidae: plovers, Scolopacidae: sandpipers), Leach’s Storm-Petrel (Oceanodroma leucohora), Wilson’s Storm-Petrel (Oceanites oceanicus), and passerines (Passeriformes: small perching birds and songbirds). Of the geese species in North America, only Canada Goose (Branta canadensis) migrates over Newfoundland. Most Canada Goose migration takes place at altitudes of 1,000 to 3,000 feet, and few at altitudes greater than 10,000 feet (Mowbray et al. 2002). Any Canada Geese nesting in the northern Avalon Peninsula likely migrate during fall to the southern end of the peninsula before crossing marine waters. Consequently, the risk of helicopters operating between the northern Avalon and the offshore oilfields encountering Canada Geese is low. Common Eider (Somateria mollissima) is a large, flocking sea duck that migrates by night or day over coastal waters. However, the altitude of Common Eider migration is low, averaging about 40 feet above sea level, which considerably reduces the risk of aircraft striking this species (Day et al. 2004).

8

Shorebird migration includes nocturnal, trans-oceanic flights. Most shorebirds migrating in Atlantic Canada’s airspace travel between breeding grounds on the Arctic tundra and wintering grounds in South America. Large numbers migrate southward through Atlantic Canada from July to October, but in spring most migrating shorebirds use the Atlantic Coast no farther north than New Jersey. Flocking behaviour, which increases the risk that a bird strike will cause damage, varies among species during migration. Body size of the various migratory species, which also influences the risk of damage, ranges from that of a songbird to that of a small gull. Climbing flights usually take place from 20:00 h to 01:00 h whereas descending flights occur from 05:00 h to 11:00 h (Gudmundsson et al. 2002). The maximum altitudes of migratory flights in Atlantic Canada average 6,500 feet, but 5% of flocks exceed 14,500 feet up to 22,000 feet (Richardson 1979). Of those species migrating through the Avalon, the most numerous include the small-bodied, flocking species Semipalmated Plover (Charadrius semipalmatus, weighing up to 73 g) (Nol and Blanken 1999) and Semipalmated Sandpiper (Calidris pusilla, 33 g) (Gratto-Trevor 1992). The most abundant large-bodied, flocking species are Black-bellied Plover (Pluvialis squatarola, 250 g) (Paulson 1995) and Whimbrel (Numenius phaeopus, 490 g) (Skeel and Mallory 1996). However, most shorebird migration passes to the west of the Avalon Peninsula, with millions of birds staging on the Bay of Fundy. Some species of shorebird that breed in Greenland migrate via Iceland to and from wintering grounds in Europe (Boertmann 1994). Both of these factors considerably reduce the risk of strikes over Newfoundland and adjacent waters. Passerines migrate primarily at night. Their migratory flights take place at similar altitudes to those of shorebirds. However, most passerines do not flock during migratory flight and body sizes are small on average, both of which reduce the risk of damaging strikes. Body mass of typical passerines migrating over Newfoundland ranges from 5 to 9 g for Ruby-crowned Kinglet (Regulus calendula) (Swanson et al. 2008) to 77 to 84 g for American Robin (Turdus migratorius) (Sallabanks and James 1999). As is the case for shorebirds, much of the passerine migration heading to or from areas farther north of Newfoundland passes to the west of the island. Passerines nesting in Greenland migrate via Iceland to/from wintering grounds in Europe and Alaska (Boertmann 1994). Much of the passerine migration to and from Newfoundland also passes to the west of the helicopter routes between the northern Avalon Peninsula and the offshore oil fields. Both of these phenomena reduce the risk of strikes. Seabird migration takes place primarily during the day. Exceptions over Newfoundland waters are Leach’s and Wilson’s Storm-Petrels, which migrate by night or day. Seabird migration usually occurs within 30 feet of the surface of the sea, but occasionally up to a few hundred feet in the case of gulls and terns (Laridae), which migrate by day. As discussed above, the nocturnal migration that occurs over the Avalon Peninsula and adjacent waters generally poses a lower hazard of bird strikes than other parts of North America because the bulk of migrants pass to the west or along the far side of the Atlantic. However, certain kinds of weather can increase bird strike risk. Strong winds with a westerly component can blow

9

migrants eastward. In addition, the onset of a low cloud ceiling, fog, or rain after nocturnal migration has begun can force high altitude migrants down to altitudes used for helicopter transportation. Local movements of resident birds may consist of foraging activities or of commuting to or from concentrations of birds, i.e., nesting colonies, daytime resting/bathing areas, nighttime sleeping areas (roosts), and feeding areas. Movements posing the greatest risk to flight safety are those associated with bird concentrations. However, in contrast with long-distance migration, most local movements take place within 500 feet of the ground. Resident birds include species that are present year-round or only in the breeding season or winter. Around the Avalon Peninsula, resident, nocturnally-active birds include owls (Strigidae) and seabirds such as fulmars and shearwaters (Procellariidae), Leach’s Storm-Petrel and Wilson’s Storm-Petrel), and occasionally gulls (Laridae). Seabirds in general depend on patchy, ephemeral food resources, e.g., capelin spawning on beaches. Consequently, the locations of seabird movements are often unpredictable. Great Horned Owl (Bubo virginianus) and Boreal Owl (Aegolius funereus) are found in forest and forest edges on the Avalon Peninsula. Short-eared Owl (Asio flammeus) and Snowy Owl (Bubo scandiacus) are occasionally seen in open habitats. All four species have been have been recorded at St. John’s Airport (W. Lynch, St. John’s Airport Environmental Officer, pers. comm.). However, these species rarely fly above treetop level. Small, burrow-nesting seabird species such as Leach’s Storm-Petrel and Manx Shearwater (Puffinus puffinus) depart and return to nesting colonies during the night to avoid predation. Leach’s Storm-Petrel colonies are found on islands in the Witless Bay Ecological Reserve about 45 km south of St. John’s Airport, and on Baccalieu Island Ecological Site, the world’s largest colony, about 54 km northwest of the airport. Manx Shearwater nests in Newfoundland only in small numbers and only on the Lawn Islands off the Burin Peninsula (Roul 2011). Storm-petrels also often commute and forage at night, Leach’s Storm-Petrels foraging primarily on deep waters off the continental shelf (Steele and Montevecchi 1994). Northern Fulmar (Fulmarus glacialis), and Great and Sooty Shearwaters (Puffinus gravis and P. griseus) occasionally forage at night as well, usually where artificial lighting attracts prey to the surface, such as at offshore oil facilities, or slow-moving fishing or oil exploration vessels (A. Lang, pers. obs.). Except for a handful of fulmars, these species do not nest in Newfoundland. Fulmars, shearwaters, and storm-petrels all pose little risk to aviation safety because they all fly within 50 feet of the sea surface, except Leach’s Storm-Petrels at nesting islands where they may climb higher to reach individual nests. Gulls comprise the other group of nocturnally-active birds occurring in significant numbers in the vicinity of the helicopter routes from the Avalon to the offshore oil fields. Black-legged Kittiwake (Rissa tridactyla) is a medium-sized gull (437 g) that occasionally forages during the night (Hatch et al. 2009). It spends most of the year out of sight of land except during the

10

nesting season. It nests in large colonies at Baccalieu Island and Witless Bay islands, and small colonies at Quidi Vidi harbour, Freshwater Bay, Deadman’s Bay, and Heart’s Point, the latter four totalling a little over 2,000 pairs (Cairns et al. 1989). It is seen in large flocks sitting on the waters around the Hibernia production platform during the fall (Burke et al. 2012). In flight, kittiwakes usually remain within 50 feet of the sea surface, but commonly fly as high as 300 feet, and may soar on winds deflected upwards at cliff nesting colonies. This species does not migrate in large flocks (Hatch et al. 2009). As discussed above, large gull species arrive at and depart the Robin Hood Bay Landfill in large numbers at dawn and dusk, but probably do not move during maximum darkness. The number of gulls using the landfill is smallest during the nesting season (Table 3). At this time, migrants and local residents have departed for nesting sites to exploit locally abundant food resources such as spawning capelin, squid, and nestling seabirds (Pierotti and Good 1994; Good 1998). Herring and Great Black-backed Gulls are not strongly-colonial nesters, but about 13,000 and 500 nesting pairs, respectively, are scattered along the eastern shore of the Avalon Peninsula from Baccalieu Island to Cape Race and in Conception Bay (Cairns et al. 1989). There is probably a large movement of gulls at dawn and dusk at these nesting sites, but the numbers are not concentrated into small areas such as at true nesting colonies of other seabird species. At offshore oil facilities such as Hibernia, large gulls, mostly Great Black-backed Gull, forage for fish on the illuminated waters below the platforms (Burke et al. 2012). Great Black-backed Gulls, mostly immature individuals, roost on the Hibernia platform (Burke et al. 2012). Otherwise, the offshore distribution of gulls is dictated by the unpredictable distribution of food patches. From the above discussion it is clear that the species that create the greatest hazard to aviation safety are the large gull species. This is due to these species’ large body size, flocking behaviour, attraction to and concentration at certain land uses and habitats, and their propensity to commute long distances along concentrated flightlines between resting/roosting and feeding areas. However, it is also clear that their much of their hazardous behaviour is exhibited during daylight hours, with a few exceptions. Shorebirds also present a hazard because of nocturnal migration during the fall. Although shorebirds flock during migration and use a variety of altitudes, the hazard they pose is mitigated by smaller body size, and by the fact that the numbers of shorebirds migrating over the Avalon Peninsula and adjacent waters are relatively low compared to other parts of North America. Nocturnally-migrating passerines present even less of a hazard to nighttime helicopter operations because of their small body size and lack of pronounced flocking behaviour during migratory flights.

Areas and Times of Potential Risk The large majority of bird strikes with aircraft occur below 500 feet above ground or sea level (U.S. data, see Figure 3) (Dolbeer et al. 2012). As a result, the areas with the greatest risk to nighttime helicopter operations are those where helicopters operate at these altitudes. On the

11

Avalon Peninsula, helicopter operations at these altitudes that cross routes traversed by gull the flightlines illustrated in Figure 2 between the Robin Hood Bay Landfill and various roosting areas pose the greatest risk of bird strikes. In the offshore operating area, the areas of greatest risk are the areas around oil production and exploration facilities. This is in part because helicopters are ascending or descending within 500 feet of the surface, because of nocturnally-feeding gulls on the illuminated waters around these facilities, and because of gull use of such facilities for roosting.

Source: Dolbeer et al. (2012). Figure 3 Number of Bird Strikes Reported with Commercial and General Aviation Aircraft in the United

States from 1990 to 2010.

12

The times of the year when the risk of bird strikes is highest are the two migration periods. Bird strikes in Canada peak in May, corresponding to the height of spring migration, and in August, corresponding to the height of fall migration (see Figure 4) (MacKinnon et al. 2001). The fall peak in bird strikes is considerably greater than the spring peak due to the year’s crop of juvenile birds hatched earlier in the year. The number of birds over the Avalon Peninsula and adjacent waters increases not only due to shorebirds and passerines migrating through the area, but to migrating gulls as well.

Source: MacKinnon et al. (2001). Figure 4 Percent of Bird Strikes by Month in Canada and the United States from 1991 to 1999. Data on the number of bird strikes by time of day in North America have not been standardized to remove the effect of the number of scheduled flights, which peaks from 08:00 to 10:00 h and 15:00 to 18:00 h. However, based on the above discussion of bird numbers and movements over the Avalon Peninsula and adjacent waters, the relative risk of damaging bird strikes at different times of the day can be estimated. In all seasons the greatest risk occurs at dawn and dusk, when large movements of large gull species between the Robin Bay landfill and roosting sites take place (see Figure 5). During spring and fall migration the bird strike risk increases, in comparison with summer/winter, shortly after nightfall when nocturnal migrants make ascending flights to cruising altitude, and before dawn when migrants make descending flights. Risk also increases, relative to summer/winter, during the middle of night when nocturnal migrants are aloft. However, the risk is somewhat lower than during the evening and pre-dawn because many migrants will have ascended to altitudes beyond the range of helicopter operations.

13

Figure 5 Relative Risk of Damaging Bird Strikes along Helicopter Routes between the Northern Avalon

Peninsula and Offshore Oil Facilities, Based on an Existing Knowledge of Bird Numbers and Movements over the Peninsula and Adjacent Waters. Top: summer and winter, bottom: spring and fall migration.

0

0.05

0.1

0.15

0.2

0.25

0.3

Pre-dawn Dawn Day Dusk Evening MiddleNight

Rela

tive

Risk

Time of Day

Summer and Winter

0

0.05

0.1

0.15

0.2

0.25

0.3

Pre-dawn Dawn Day Dusk Evening MiddleNight

Rela

tive

Risk

Time of Day

Migration

14

Summary and Conclusions The twice daily movements of large numbers of gulls between the Robin Hood Bay regional sanitary landfill and roosting areas undoubtedly poses the greatest risk to aviation safety on the Avalon Peninsula and adjacent marine waters. However, little of this movement extends beyond the dusk and dawn periods into the night. Nocturnal gull movements do take place around the sewage outlet in St. John’s harbour and at the oil drilling and production facilities on the offshore oil fields. The risk of striking these birds is mitigated, however, by the low altitudes at which these birds normally fly. During the spring and fall migration periods nocturnal migrants are aloft over the Avalon and adjacent waters at altitudes used during helicopter operations. During spring, most of the migrants are passerines (small perching birds and songbirds). During fall migration the risk of damaging strikes increases compared with spring because the number of migrants swells due to the addition of many juvenile birds hatched earlier in the year and Arctic-nesting shorebirds that do not pass through the area in spring. The risk is further increased because some of the shorebird species have larger body mass and more pronounced flocking behaviour than passerines. The greatest risk of encountering migrants is during the evening when they ascend to cruising altitudes and before dawn when they descend towards the ground. The risk during the middle of the night is somewhat lower than in the evening or pre-dawn because many migrants cruise at altitudes higher than helicopter operations. A low ceiling or precipitation moving in after dark can force migrants down to lower altitudes. However, the risk of striking migrants over or near the Avalon is lower than many parts of North America because most migrants pass to the west. Therefore in general, the risk of damaging bird strikes during night helicopter from the northern Avalon Peninsula to the offshore oil facilities is relatively low in comparison with daylight operations.

15

References Cited Boertmann, D. 1994. An annotated checklist to the birds of Greenland. Meddelelser om

Grønland, Bioscience, No. 38. 63 p. Burke, C. M., W. A. Montevecchi, and F. K. Wiese. 2012. Inadequate environmental monitoring

around offshore oil and gas platforms on the Grand Bank of Eastern Canada: Are risks to marine birds known? Journal of Environmental Management 104:121-126.

Cairns, D. K., W. A. Montevecchi, and W. Threlfall. 1989. Researcher's guide to Newfoundland seabird colonies. Second edition. Memorial University of Newfoundland Occasional Papers in Biology No. 14. 43 p.

Cleary, E. C., R. A. Dolbeer, and S. E. Wright. 2006. Wildlife Strikes to civil aircraft in the United States 1990–2005. US Department of Agriculture Animal and Plant Health Inspection Service and Federal Aviation Administration, The Associate Administrator of Airports, Office of Airport Safety and Standards, Airport Safety & Certification. Washington, DC, FAA National Wildlife Strike Database Serial Report No. 12. 63 p.

Davis, R. A. 1997. Numbers, movements and behaviour of gulls using the Robin Hood Bay Waste Disposal Site: Relationship to aircraft safety at the St. John's Airport, Newfoundland. LGL Rep. TA2131-2a. Rep. by LGL Limited, King City, ON, for Transport Canada, Ottawa. 16 p.

Davis, R. A. and B. Mactavish. 1995. Gulls associated with the St. John's Airport and the Robin Hood Bay Waste Disposal Site, Newfoundland. LGL Rep. TA2069-2. Rep. by LGL Limited, King City, ON, for Transport Canada, Ottawa. 37 p.

Davis, R. A., J. Selnø, and R. E. Harris. 1997. Numbers, movements and behaviour of gulls using the Robin Hood Bay Waste Disposal Site and St. John's, NF – 26 June to 6 October 1997. LGL Rep. TA2131-3. Rep. by LGL Limited, King City, ON. 45 p.

Day, R. J., J. R. Rose, A. K. Prichard, R. J. Blaha, and B. A. Cooper. 2004. Environmental effects on the fall migration of eiders at Barrow, Alaska. Marine Ornithology 32:13-24.

Dolbeer, R. A., S. E. Wright, J. Weller, and M. J. Begier. 2012. Wildlife Strikes to civil aircraft in the United States 1990–2010. FAA National Wildlife Strike Database Serial Report No. 17, USDA APHIS and FAA, The Associate Administrator of Airports, Office of Airport Safety and Standards, Airport Safety & Certification. Washington, DC. 83 p.

Good, T. P. 1998. Great Black-backed Gull (Larus marinus). In A. Poole and F. Gill (eds.), The Birds of North America, No. 330, The Birds of North America, Inc., Philadelphia, PA. 32 p.

Gratto-Trevor, C. L. 1992. Semipalmated Sandpiper (Calidris pusilla). In A. Poole, P. Stettenheim, and F. Gill (eds.), The Birds of North America, No. 6, The Academy of Natural Sciences and The American Ornithologists' Union, Philadelphia, PA, and Washington, DC. 20 p.

Gudmundsson, G. A., T. Alerstam, M. Green, and A. Hedenström. 2002. Radar observations of Arctic bird migration at the Northwest Passage, Canada. Arctic 55:21-43.

Hatch, S. A., G. J. Robertson, and P. H. Baird. 2009. Black-legged Kittiwake (Rissa tridactyla). In A. Poole (ed.), The Birds of North America Online, No. 92, Cornell Lab of

16

Ornithology, Ithaca, NY. Retrieved from the Birds of North America Online: http://bna.birds.cornell.edu.bnaproxy.birds.cornell.edu/bna/species/092

Hatch, S. A., G. J. Robertson, and P. H. Baird. 2009. Black-legged Kittiwake (Rissa tridactyla). In A. Poole (ed.), The Birds of North America, No. 92, Cornell Lab of Ornithology, Ithaca, NY.

Lang, A. L. 2007a. Airport bird-hazard risk assessment process for St. John's International Airport. LGL Rep. SA918. Rep. by LGL Limited, St. John’s, NL, for St. John's International Airport Authority, St. John's, NL. 57 p.

Lang, A. L. 2007b. Airport wildlife management plan for St. John's International Airport. LGL Rep. SA952. Rep. by LGL Limited, St. John’s, NL, for St. John's International Airport Authority, St. John's, NL. 87 p.

Lang, A. L. 2009. Review of St. John's International Airport Authority's Airport Bird-hazard Risk Assessment and Airport Wildlife Management Plan. LGL Rep. SA1050. Rep. by LGL Limited, St. John's, NL. for St. John’s International Airport Authority, St. John's, NL. 8 p + app.

MacKinnon, B., R. Sowden, and S. Dudley. 2001. Sharing the Skies: An Aviation Industry Guide to the Management of Wildlife Hazards. Transport Canada Publication No. TP13549, Ottawa, ON. 316 p.

Mactavish, B. 2001. Comparison of Gull Numbers at the Robin Hood Bay Landfill, St. John's, Newfoundland during the 1996 and 2001 Nesting Season. LGL Rep. SA693. Rep. by LGL Limited, St. John's, NL, for City of St. John's Landfill Manager and Robin Hood Bay Landfill, St. John's, NL. 3 p.

Mactavish, B. 2002. A Fall Census of Gulls at the Robin Hood Bay Landfill, St. John's Newfoundland: 5-12 November 2002. LGL Rep. SA748-1. Rep. by LGL Limited, St. John's, NL, for City of St. John's Landfill Manager and Robin Hood Bay Landfill, St. John's, NL. 5 p.

Mactavish, B. 2003. A Mid-Winter Census of the Gulls Using the Robin Hood Bay Landfill, St. John's Newfoundland: 29 January to 4 February 2003. LGL Rep. SA748-2. Rep. by LGL Limited, St. John's, NL, for City of St. John's Landfill Manager and Robin Hood Bay Landfill, St. John's, NL. 6 p.

Mactavish, B. 2010. Census of gulls at Robin Hood Bay Landfill at St. John's, NL, September to December 2009. LGL Rep. SA1052. Rep. by LGL Limited, St. John's, NL, for City of St. John’s and St. John’s International Airport Authority, St. John’s, NL. 13 p.

Mactavish, B. and R. A. Davis. 1999. Gull numbers and behaviour at the Robin Hood Bay Landfill, St. John's Newfoundland. LGL Rep. TA2320. Rep. by LGL Limited, King City, ON, for City of St. John's Landfill Manager and Robin Hood Bay Landfill, St. John's, NL. 6 p.

Mowbray, T. B., C. R. Ely, J. S. Sedinger, and R. E. Trost. 2002. Canada goose (Branta canadensis). In A. Poole (ed.), The Birds of North America, No. 682, Cornell Lab of Ornithology, Ithaca, NY.

17

Nol, E., and M. S. Blanken. 1999. Semipalmated Plover (Charadrius semipalmatus). In A. Poole and F. Gill (eds.), The Birds of North America, No. 444, The Birds of North America, Inc., Philadelphia, PA. 24 p.

NTSB. 2010. Materials Laboratory Factual Report No. 09-082. National Transportation Safety Board, Office of Research and Engineering Materials Laboratory Division, Washington, D.C. 20594. 49 p.

Paulson, D. R. 1995. Black-bellied Plover (Pluvialis squatarola). In A. Poole and F. Gill (eds.), The Birds of North America, No. 186, Philadelphia Academy of Natural Sciences, American Ornithologist's Union, Philadelphia, PA, and Washington, DC. 28 p.

Pierotti, R. J., and T. P. Good. 1994. Herring Gull (Larus argentatus). In A. Poole and F. Gill (eds.), The Birds of North America, No. 124, The Birds of North America, Inc., Philadelphia, PA. 28 p.

Richardson, W. J. 1979. Southeastward shorebird migration over Nova Scotia and New Brunswick in autumn: a radar study. Canadian Journal of Zoology 57:107-124.

Roul, S. 2011. Current Status of the Manx Shearwater (Puffinus puffinus) population at Lawn Islands Archipelago Provisional Ecological Reserve. Osprey 42:26-34.

Sallabanks, R., and F. C. James. 1999. American Robin (Turdus migratorius). In A. Poole and F. Gill (eds.), The Birds of North America, No. 462, The Birds of North American, Inc., Philadelphia, PA. 28 p.

Skeel, M. A., and E. P. Mallory. 1996. Whimbrel (Numenius phaeopus). In A. Poole and F. Gill (eds.), The Birds of North America, No. 219, Philadelphia Academy of Natural Sciences, American Ornithologists' Union, Philadelphia, PA, Washington, DC. 28 p.

Steele, D. H. and W. A. Montevecchi. 1994. Leach's storm-petrels prey on lower mesopelagic (Mysidacea and Decapoda) crustaceans: Possible implications for crustacean and avian distributions. Crustaceana 66:212-218.

Swanson, D. L., J. L. Ingold, and G. E. Wallace. 2008. Ruby-crowned Kinglet (Regulus calendula). In A. Poole (ed.), The Birds of North America Online, No. 119, Cornell Lab of Ornithology, Ithaca, NY. Retrieved from the Birds of North America Online: http://bna.birds.cornell.edu.bnaproxy.birds.cornell.edu/bna/species/119.

http://bna.birds.cornell.edu.bnaproxy.birds.cornell.edu/bna/species/119

A-1

Appendix 1: Vendors of Bird-Detecting Radar LGL Limited has contacted the following providers of avian radar studies and is awaiting their replies with costing for radar studies: Accipiter Radar Carl Krasnor, V.P. Business Development 576 Highway 20 West PO Box 939 Fonthill, ON L0S 1E0 Phone: 905-228-6888 Fax: 905-892-2249 www.accipiterradar.com Dectect, Inc., Radar Technologies Detect Canada Manager, Carolyn Matkovich 2600 Rue Saint-Jacques Montréal, Quebec H3J T24 Canada Tel 438.401.0471 www.detect-inc.com Geo-Marine Incoporated Mobile Avian Radar System 2201 K Avenue, Suite A2 Plano, TX 75074-5977 Phone: 972.423.5480 Fax: 972.422.2736 www.geo-marine.com/environmental/radar_survey.html

Mailing Address: St. John’s International Airport | P.O. Box 21300 | St. John’s, Newfoundland | Canada A1A 5G6

Delivery Address: St. John’s International Airport | 40 Craig Dobbin’s Way | St. John’s, Newfoundland | Canada A1A 4Y3

26 October 2012 Mr. Ross MacKay

Technical Team Lead

P.O. Box 42

95 Foundry Street

Moncton, New Brunswick E1C 8K6

Canada

Application for reduced IMC and night approach limits to a rescue site and approval for NVIS Operations in Search

and Rescue Operations

Ross,

References:

1. Our two letter of 06 August 201:

a. Intent to reduce IMC and night approach limits to a rescue site in Search and Rescue Operations

b. Implementation of Night vision Goggles (NVG) in Search and Rescue Operations

2. Several emails and telephone conversation since 06 August 2012 regarding this matter with yourself and Mr. Stephen

Ricketts

It has become clear that the two applications are better done as a single unit, although the limits requested in

reference 1.a. should clearly specify which limits are in place for “aided” night operations (NVG aided) and which

limits are applicable for “unaided” operations. Our submission of the SAR Operations Manual makes a distinction

between aided and unaided operational limits.

This is the application letter for:

1. Reduced weather limits as described in the Submitted SAR OM Chapter 3 and 3.A. requiring exemptions

from:

a. CAR 602.124 – Minimum Altitudes to Ensure Obstacle Clearance

b. CAR 602.121 ‐ INSTRUMNET FLIGHT RULES : General Requirements

c. CAR 702.18 (1) (b) – Night, VFR OTT and IFR Operations which further states in the CASS 722.18 (7)

(d) that under IFR no person is carried externally;

2. Advanced NVG operations as described in TC Policy Letter 603‐001 dated 03 February 2012 (RDIMS No.:

4744688‐V27);

Cougar Helicopters Inc. – A VIH Aviation Group Company

2 www.cougar.ca

In support of the stated application Cougar have submitted before (in black) and submit with this letter ( in red)

following documents:

1. This Cover Letter making the application. 2. Previously submitted Company Operations Manual (COM) and SAR Operations Manual (SAR OM) containing:

a. Operating Limitations; b. Equipment Requirements and Limitations; c. Training and Qualification requirements including recency and regaining qualifications; d. Emergency procedures; and e. Standard Operating Procedures.

3. The Risk Assessment supporting the request for exemptions form CARs for lower limits and the use of NVGs

4. The proof of aircraft installation compliance for the NVG Compatible equipment with Supplemental Type Certificate (STC) Data for the SK92A helicopter is still pending however we submit an advanced DRAFT of the RFM Supplement which will be issued with the Certificate. This included RFM Supplement was submitted to TC during the initial test flight on 08 September and comments by the TC Test pilot suggest an extremely high level of confidence that the RFM Supplement will be approved as is. However, it is understood that this item is still in effect pending. .

5. Introduction and Summary of an external audit report from “The Squadron” The full report can be viewed in hard copy at our facility

Cougar used an outside organization, The Squadron, from the U.S.A. to conduct a complete audit and safety review of our SAR operation. The team of two pilots and one Rescue Specialist conducted the audit using the manuals we already submitted to you in order to validate us against the proposed lower limits, NVIS operations and SAR procedures. A debrief on the audit was conducted on 28 September 2012. Although there has been a number of Opportunities of Improvement, there were no findings against non‐conformance with our own stated procedures nor any Safety Concerns about the Operations. The Squadron notes specifically high compliance with SMS and Management of change principles. The recommendations where mostly of a technical nature related to equipment. The Squadron’s website provide detail on their qualifications, background and approach to aviation safety ‐ http://www.the‐squadron.com/

Cougar requests that, after reviewing these documents the submitted COM and SAR OM be approved for use under

the conditions specified throughout.

Sincerely

J.J. Gerber Director of Flight Operations Cougar Helicopters A VIH Aviation Group Company

Phone: (709) 758-4019 | Cell: (709) 749-1612 | Fax: (709) 758-4015 E-mail: [email protected] | Web: www.cougar.ca

Cougar Helicopters Inc. SAR Operations Manual, Edition I Chapter 3

Amendment 3: 14Sep12 Page 3 - 4 SAR Flight Regulations Document: SAROM

Table 1 : Weather Limitations for over water operations (this amendment changed several cells below)

Day Night Non

Coupled Speed > VMINI or VTOSS

whichever is higher

Coupled to basic4

AFCS to min

coupled speed or

VMINI (Rad Alt or Bar

Alt coupled)

Coupled to SAR

AFCS in automatic approach to hover mode

Non Coupled Speed > VMINI or VTOSS

whichever is higher

Coupled to basic4

AFCS to min

coupled speed or

VMINI (Rad Alt or Bar

Alt coupled)

Coupled to SAR

AFCS in automatic approach to hover mode

Visibility (unaided) 6

1 sm or ½ sm3

1 sm or ½ sm3

1/8 sm5 3 sm 2 3 sm2 1/2 sm5

Visibility (aided) 6

N/A N/A 1/8 sm5 3 sm 1/2 sm 1/8 sm5

Ceiling (unaided) 6

150 feet 1 150 feet 1 80 feet5 500 feet 150 feet 1 150 feet1

Ceiling (aided) 6

N/A N/A 80 feet5 250 feet

150 feet 1 80 feet1,5

Sea State Assessed on site to accomplish a hoist successfully either from water, or vessel

Assessed on site to accomplish a hoist successfully either from water, or vessel

Wind Assessed on site to accomplish a hoist successfully either from water, or vessel

Assessed on site to accomplish a hoist successfully either from water, or vessel

Notes: 1. in all instances where the PIC has less than 100 hours on type, the minimum will be 250 feet 2. at night when non-coupled sufficient horizon and visibility is required to decelerate from minimum speed to hover,

accomplish a safe hoist operation with sufficient area lighting and depart the scene. This may require more than 3 sm visibility and may only be assessed on scene

3. Unless coupled to SAR AFCS in automatic approach to hover mode All crews in this category are limited to a minimum visibility of 1 sm visibility during the day, however provided a crew is trained and qualified in accordance with COM 8.27 for flight in DAY VFR FLIGHT MINIMUM VISIBILITY - UNCONTROLLED AIRSPACE they may use the ½ sm visibility limit. Regardless of the minimum flight visibility, sufficient horizon and visibility is required to decelerate from minimum speed to hover, accomplish a safe hoist operation with sufficient reference and depart the scene. This may require more than 1 sm visibility and may only be assessed on scene

4. “basic” is an AFCS and Flight Director with a 3-cue (axis) coupler such as a barometric or rad altitude hold altitude mode and heading hold and optional speed hold. In the case of an SK92 it could mean the AFCS FD coupler is working. Rad Alt or Bar Alt hold shall be serviceable and coupled below 500 feet ASL

5. Upon arrival at the rescue target and groundspeed is reduced to ZERO knots relative to target, the target and immediate obstacles shall be visible to the crew.

6. “aided” means the use of image intensifier or augmentation such as NVIS systems at night or “Enhanced Vision Systems” for day and night when approved for this operations, on this type and for this crew. Unaided means without such enhancements

3.8.5 Visual Reference Requirements at the Hover Site at Sea. Sufficient visual reference in the horizontal plane shall be present in order to stabilize the attitude of the helicopter. Therefore, as a flight planning guide caution is advised if the weather at the hoisting site is less than those indicated in Table 1 above. As well, regardless of the conditions indicated in Table 1 above, consideration should be given to and contingencies must be discussed for various scenarios as applicable:

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All green shaded areas reflect the requested lower limits. They are not approved yet. Not shaded in green are the present limits

ID OPI Minutes WBS % Complete Task Name Duration Start Finish

1 1 97% NIGHT READINESS STATUS 84 days Mon 04/06/12 Thu 27/09/122 Cougar 1.1 100% Program Start 0 days Mon 04/06/12 Mon 04/06/123 GAC 1.2 100% Project Management Plan 9 days Wed 06/06/12 Mon 18/06/124 GAC 1.2.1 100% Develop PM Plan 5 days Wed 06/06/12 Tue 12/06/125 GAC 1.2.2 100% WBS 5 days Wed 06/06/12 Tue 12/06/126 GAC 1.2.2.1 100% Develop WBS 3 days Wed 06/06/12 Fri 08/06/127 CFO 1.2.2.2 100% WBS Review 2 days Mon 11/06/12 Tue 12/06/128 CFO 1.2.2.3 100% WBS Approval 0 days Tue 12/06/12 Tue 12/06/129 CFO 1.2.3 100% Plan Review by Cougar Senior Staff 2 days Wed 13/06/12 Thu 14/06/1210 CFO 1.2.4 100% Plan Publication 2 days Fri 15/06/12 Mon 18/06/1211 1.3 100% Key Performance Indicators - Night Program 6 days Mon 11/06/12 Mon 18/06/1212 GAC 1.3.1 100% Develop Key Performance Indicators (KPI) 4 days Mon 11/06/12 Thu 14/06/1213 CFO 1.3.2 100% KPI Approval 0 days Thu 14/06/12 Thu 14/06/1214 CFO 1.3.3 100% Post KPI - Internal Web Site 0 days Mon 18/06/12 Mon 18/06/1215 CFO 1.4 80% Readiness Meetings 63 days Tue 03/07/12 Thu 27/09/1216 GAC 1.4.1 100% Meeting 1 1 day Tue 03/07/12 Tue 03/07/1217 GAC 1.4.2 100% Meeting 2 1 day Wed 01/08/12 Wed 01/08/1218 GAC 1.4.3 100% Meeting 3 1 day Thu 23/08/12 Thu 23/08/1219 GAC 1.4.4 100% Meeting 4 1 day Wed 12/09/12 Wed 12/09/1220 GAC 1.4.5 0% Meeting 5 1 day Thu 27/09/12 Thu 27/09/1221 CFO 1.5 100% Status Update to Customer 60 days Wed 04/07/12 Tue 25/09/1222 GAC 1.5.1 100% Status Update 1 1 day Wed 04/07/12 Wed 04/07/1223 GAC 1.5.2 100% Status Update 2 1 day Mon 16/07/12 Mon 16/07/1224 GAC 1.5.3 100% Status Update 3 1 day Wed 01/08/12 Wed 01/08/1225 GAC 1.5.4 100% Status Update 4 1 day Wed 29/08/12 Wed 29/08/1226 GAC 1.5.5 100% Status Update 5 1 day Wed 12/09/12 Wed 12/09/1227 GAC 1.5.6 100% Status Update 6 1 day Tue 25/09/12 Tue 25/09/1228 CFO 2 100% RISK MANAGEMENT 77 days Wed 13/06/12 Thu 27/09/1229 GAC 2.1 100% Review Risks 5 days Wed 13/06/12 Tue 19/06/1230 GAC 2.2 100% Update Risk Assessent 5 days Wed 20/06/12 Tue 26/06/1231 CFO 2.3 100% Implement Risk Mitigation Actions 5 days Wed 27/06/12 Tue 03/07/1232 CFO 2.4 100% Post Risks on Web Sharing Site 1 day Wed 04/07/12 Wed 04/07/1233 CFO 2.5 100% Risk Review Meetings 74 days Mon 18/06/12 Thu 27/09/1234 GAC 2.5.1 100% Meeting 1 1 day Mon 18/06/12 Mon 18/06/1235 GAC 2.5.2 100% Meeting 2 1 day Wed 01/08/12 Wed 01/08/1236 GAC 2.5.3 100% Meeting 3 1 day Wed 12/09/12 Wed 12/09/1237 GAC 2.5.4 100% Meeting 4 1 day Thu 23/08/12 Thu 23/08/1238 GAC 2.5.5 100% Meeting 5 1 day Thu 27/09/12 Thu 27/09/1239 CP SAR 1-1 3 93% SAR AFCS PLAN 494.25 days Mon 14/03/11 Fri 01/02/1340 CP SAR 3.1 100% Type Approval Process 60 days Mon 14/03/11 Fri 03/06/1141 CP SAR 3.1.1 100% FAA Aproval 0 days Mon 14/03/11 Mon 14/03/1142 CP SAR 3.1.2 100% TC Identifies anomalies 14 days Mon 14/03/11 Thu 31/03/1143 CP SAR 3.1.3 100% Sikorsky RFM Update - TC Instructions 0 days Fri 29/04/11 Fri 29/04/1144 CP SAR 3.1.4 100% TC Approval 0 days Mon 02/05/11 Mon 02/05/1145 CP SAR 3.1.5 100% TC Ops Evaluation Starts 1 day Fri 20/05/11 Fri 20/05/1146 CP SAR 3.1.6 100% TC Identifies Regualtory Issues 10 days Mon 23/05/11 Fri 03/06/1147 CP SAR 3.2 91% Cougar Approval Process 394 days Mon 13/06/11 Thu 13/12/12

NIGHT READINESS STATUS04/06Project Management Plan

Develop PM Plan

Develop WBSWBS Review12/06

Plan Review by Cougar Senior StaffPlan Publication

Develop Key Performance Indicators (KPI)14/0618/06

Meeting 1 Meeting 2

Meeting 3Meeting 4Meeting 5

Status Update 1Status Update 2Status Update 3

Status Update 4Status Update 5Status Update 6RISK MANAGEMENT

Review RisksUpdate Risk AssessentImplement Risk Mitigation ActionsPost Risks on Web Sharing Site

Meeting 1 Meeting 2

Meeting 3Meeting 4

Meeting 5SAR AFCS PLAN

14/03TC Identifies anomalies

29/0402/05TC Ops Evaluation StartsTC Identifies Regualtory Issues

Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q42011 2012 2013 2014 2

COUGAR NIGHT OPERATIONS SCHEDULE (V22)

Page 1 Return to Night Flying - Jan 2013 v22


48 CP SAR 3.2.1 100% Cougar Reviews Required Corrections 14 days Mon 13/06/11 Thu 30/06/1149 CP SAR 3.2.2 91% Two Stage Plan 380 days Fri 01/07/11 Thu 13/12/1250 CP SAR 3.2.2.1 100% Stage 1 100 days Fri 01/07/11 Thu 17/11/1151 CP SAR 3.2.2.1.1 100% Cougar corrects SAR Manual 85 days Fri 01/07/11 Thu 27/10/1152 CP SAR 3.2.2.1.2 100% Cougar submit SAR Manual 0 days Wed 26/10/11 Wed 26/10/1153 CP SAR 3.2.2.1.3 100% TC Approves SAR Manual 16 days Thu 27/10/11 Thu 17/11/1154 CP SAR 3.2.2.1.4 100% TC Approves Sim program 16 days Thu 27/10/11 Thu 17/11/1155 CP SAR 1, 2 3.2.2.2 86% Stage 2 223 days Tue 07/02/12 Thu 13/12/1256 DIR OPS 3.2.2.2.1 100% Review regualtory issues 22 days Thu 01/03/12 Fri 30/03/1257 DIR OPS 3.2.2.2.2 100% Formulate Exemption application plan 15 days Mon 02/04/12 Fri 20/04/1258 DIR OPS 3 3.2.2.2.3 100% Propose plan to TC 2 days Mon 02/04/12 Tue 03/04/1259 CP SAR 3.2.2.2.4 100% Implement lessons learned in SOP and Lesson plans 114 days Tue 07/02/12 Fri 13/07/1260 CP SAR 4 3.2.2.2.5 100% Do Risk Assessment aginst regulation waivers 25 days Mon 11/06/12 Fri 13/07/1261 CP SAR 3.2.2.2.6 90% Write SOPs 27 days Mon 16/07/12 Tue 21/08/1262 DIR OPS 3.2.2.2.7 100% Submit to TC - Lower Wx Limits & NVG Ops 3 days Fri 26/10/12 Thu 01/11/1263 TC 3.2.2.2.8 0% TC approves Stage 2 30 days Fri 02/11/12 Thu 13/12/1264 CP SAR 3.3 95% SAR Training program 327.25 days Wed 02/11/11 Fri 01/02/1365 CP SAR 3.3.1 100% Simulator Training Evaluation 21 days Wed 02/11/11 Wed 30/11/1166 CP SAR 3.3.2 100% SOP Trials 22 days Thu 01/12/11 Fri 30/12/1167 CP SAR 3.3.3 100% Instructor Training Commence 42 days Mon 02/01/12 Tue 28/02/1268 CP SAR 3.3.4 100% Initial Pilot AFCS Ground School 13 days Wed 07/12/11 Fri 23/12/1169 CP SAR 3.3.5 100% Initial Pilot AFCS Simulator Training 43 days Wed 01/02/12 Fri 30/03/1270 CP SAR 3.3.6 100% Aircraft DAY VMC AFCS Training 87 days Tue 07/02/12 Wed 06/06/1271 CP SAR 3.3.7 90% Aircraft DAY IMC AFCS Training 55 days Thu 07/06/12 Wed 22/08/1272 CP SAR 3.3.8 100% Night Training - Circuits/Emergencies/LTO 1 mon Thu 23/08/12 Wed 19/09/1273 CP SAR 3.3.9 0% Aircraft Night AFCS Training 5 days Fri 25/01/13 Thu 31/01/1374 CP SAR 3.3.10 95% Aircraft Night AFCS Boat Hoisting 5 days Tue 06/11/12 Fri 01/02/1375 CP 3.3.11 0% Line Checks for AFCS - All Weather 5 days Tue 06/11/12 Mon 12/11/1276 CP SAR 4 64% SAR RESPONSE (WHEELS UP) TIME 101 days Mon 04/06/12 Mon 22/10/1277 CP SAR 4.1 9% SAR Response Time Protocols 75 days Wed 13/06/12 Tue 25/09/1278 CP SAR 4.1.1 10% Draft Protocols 70 days Wed 13/06/12 Tue 18/09/1279 CP SAR 4.1.1.1 100% Review Cougar SAR Response Procedures 3 days Wed 13/06/12 Fri 15/06/1280 CP SAR 4.1.1.2 0% Dispatch Protocol for pax flights at night 10 days Wed 01/08/12 Tue 14/08/1281 CP SAR 4.1.1.3 0% Weather Dispatch Protocols 10 days Mon 18/06/12 Fri 29/06/1282 CP SAR 4.1.1.4 0% Review of Protocols 2 days Mon 10/09/12 Tue 11/09/1283 CP SAR 4.1.1.5 0% Update of Protocols 5 days Wed 12/09/12 Tue 18/09/1284 CP SAR 4.1.2 0% Briefing Protocols 5 days Wed 19/09/12 Tue 25/09/1285 CP SAR 4.1.2.1 0% Cougar Senior Staff 1 day Wed 19/09/12 Wed 19/09/1286 CP SAR 4.1.2.2 0% Cougar SAR Team 1 day Thu 20/09/12 Thu 20/09/1287 CP SAR 4.1.2.3 0% Cougar Support Team 1 day Fri 21/09/12 Fri 21/09/1288 CP SAR 4.1.2.4 0% YYT Airport Support Agencies 1 day Mon 24/09/12 Mon 24/09/1289 CP SAR 4.1.2.5 0% DND SAR Agency & RCC 1 day Tue 25/09/12 Tue 25/09/1290 CP SAR 4.2 100% SAR Response Time Work Ups 62 days Mon 04/06/12 Tue 28/08/1291 CP SAR 4.2.1 100% SAR Response Training 50 days Mon 04/06/12 Fri 10/08/1292 CP SAR 4.2.2 100% SAR Readiness - 20 Min Standard 0 days Fri 22/06/12 Fri 22/06/1293 CP SAR 4.2.3 100% SAR Response Review 1 day Wed 01/08/12 Wed 01/08/1294 CP SAR 4.2.4 100% SAR Response Training Report 1 day Thu 16/08/12 Thu 16/08/12

Cougar Reviews Required Corrections

Cougar corrects SAR Manual26/10TC Approves SAR ManualTC Approves Sim program

Review regualtory issuesFormulate Exemption application plan

Propose plan to TCImplement lessons learned in SOP and Lesson plaDo Risk Assessment aginst regulation waivers

TC approves Stage 2

Simulator Training EvaluationSOP Trials

Instructor Training CommenceInitial Pilot AFCS Ground School

Initial Pilot AFCS Simulator TrainingAircraft DAY VMC AFCS Training

Night Training - Circuits/Emergencies/LTOAircraft Night AFCS TrainingAircraft Night AFCS Boat Hoisting

Line Checks for AFCS - All WeatherSAR RESPONSE (WHEELS UP) TIME

SAR Response Time ProtocolsDraft Protocols

Review Cougar SAR Response ProceduresDispatch Protocol for pax flights at night

Weather Dispatch ProtocolsReview of ProtocolsUpdate of Protocols

Briefing ProtocolsCougar Senior StaffCougar SAR TeamCougar Support TeamYYT Airport Support AgenciesDND SAR Agency & RCC

SAR Response Time Work UpsSAR Response Training

SAR Readiness - 20 Min StandardSAR Response ReviewSAR Response Training Report





95 CP SAR 4.2.5 100% Amend SAR Protocols 1 day Fri 24/08/12 Fri 24/08/1296 CP SAR 4.2.6 100% SAR Protocols Review 1 day Mon 27/08/12 Mon 27/08/1297 CP SAR 4.2.7 100% SAR Protocols Final Approval 1 day Tue 28/08/12 Tue 28/08/1298 CFO 4.3 100% SAR READINESS - PUBLIC DECLARATION 0 days Mon 22/10/12 Mon 22/10/1299 CP 1-2 5 100% DITCHING LOW LIGHT CONDITIONS 58 days Wed 13/06/12 Fri 31/08/12100 CP 5.1 100% Ditich Procedure 16 days Wed 13/06/12 Wed 04/07/12101 CP 5.1.1 100% Review Ditching Procedure 5 days Wed 13/06/12 Tue 19/06/12102 CP 5.1.2 100% Determine Ditching KPI 5 days Wed 20/06/12 Tue 26/06/12103 CP 5.1.3 100% Update Ditiching Procedure 2 days Wed 27/06/12 Thu 28/06/12104 CP 5.1.3.1 100% Part 1: Aircraft Desent into Water 1 day Wed 27/06/12 Wed 27/06/12105 CP 5.1.3.2 100% Part 2: In Water Procedures 1 day Thu 28/06/12 Thu 28/06/12106 CFO 5.1.4 100% Ditiching Procedure Approval 3 days Fri 29/06/12 Tue 03/07/12107 CP 5.1.5 100% Brief Procedure 1 day Wed 04/07/12 Wed 04/07/12108 CP 5.2 100% Ditiching Training 18 days Tue 17/07/12 Thu 09/08/12109 Tr CP 1-3 5.2.1 100% Review Sim Training Profile 18 days Tue 17/07/12 Thu 09/08/12110 Tr CP 5.2.1.1 100% Simulator Fidelity 18 days Tue 17/07/12 Thu 09/08/12111 Tr CP 5.2.1.1.1 100% Review Sim Fidelity for Ditching Training 3 days Tue 17/07/12 Thu 19/07/12112 Tr CP 5.2.1.1.2 100% Report Sim Fidelity 5 days Fri 03/08/12 Thu 09/08/12113 Tr CP 5.2.1.2 100% Train Crews on Ditching in Sim 13 days Thu 19/07/12 Mon 06/08/12114 Tr CP 5.2.1.2.1 100% Crew Training 10 days Thu 19/07/12 Wed 01/08/12115 Tr CP 1-4 5.2.1.2.2 100% Report On Crew Training (KPI) 3 days Thu 02/08/12 Mon 06/08/12116 CP 5.3 100% Ditching Demonstration 46 days Fri 29/06/12 Fri 31/08/12117 CP 5.3.1 100% Demonstration - Aviation Advisor 15 days Fri 29/06/12 Thu 19/07/12118 CP 5.3.1.1 100% Demonstration Dates Confirmation 1 day Fri 29/06/12 Fri 29/06/12119 CP 5.3.1.2 100% Demonstration Profile Design 3 days Mon 02/07/12 Wed 04/07/12120 CP 5.3.1.3 100% Demonstration Trial to Cougar Dir Flight Ops 1 day Thu 05/07/12 Thu 05/07/12121 CP 5.3.1.4 100% Demonstration Briefing to Aviation Advisor 1 day Tue 17/07/12 Tue 17/07/12122 CP 5.3.1.5 100% Ditching Demonstration 1 day Wed 18/07/12 Wed 18/07/12123 CP 5.3.1.6 100% Demonstration Debrief 1 day Thu 19/07/12 Thu 19/07/12124 CP 5.3.2 100% Demonstration - Petroleum Board 7 days Mon 13/08/12 Tue 21/08/12125 CP 5.3.2.1 100% Demonstration Dates Confirmation 1 day Mon 13/08/12 Mon 13/08/12126 CP 5.3.2.2 100% Demonstration Profile Design 2 days Tue 14/08/12 Wed 15/08/12127 CP 5.3.2.3 100% Demonstration Trial to Cougar Dir Ops 1 day Thu 16/08/12 Thu 16/08/12128 CP 5.3.2.4 100% Demonstration Briefing to Aviation Advisor 1 day Fri 17/08/12 Fri 17/08/12129 CP 5.3.2.5 100% Ditching Demonstration 1 day Mon 20/08/12 Mon 20/08/12130 CP 5.3.2.6 100% Demonstration Debrief 1 day Tue 21/08/12 Tue 21/08/12131 CP 5.3.3 100% Ditching Low Light Report 8 days Wed 22/08/12 Fri 31/08/12132 CP 5.3.3.1 100% Report Preparation 5 days Wed 22/08/12 Tue 28/08/12133 CP 5.3.3.2 100% Report Review 2 days Wed 29/08/12 Thu 30/08/12134 CP 5.3.3.3 100% Report Delivery to the Customer 1 day Fri 31/08/12 Fri 31/08/12135 CP SAR 6 3% NIGHT TRAINING - LINE CREWS 147 days Thu 05/07/12 Fri 25/01/13136 CP SAR 6.1 3% Night Flying Unaided Training 147 days Thu 05/07/12 Fri 25/01/13137 CFO 6.1.1 100% Night Flight Unaided Readiness Review - Director Operations 1 day Thu 05/07/12 Thu 05/07/12138 CP 6.1.2 0% Night Flight Training Unaided Line Crews 60 days Mon 05/11/12 Fri 25/01/13139 CP 6.1.2.1 100% Night Circuits / TOL Completed 0 days Mon 05/11/12 Mon 05/11/12140 CP 6.1.2.2 0% Night Platform landings Completed 31 days Fri 14/12/12 Fri 25/01/13141 7 86% NVG TRAINING SAR CREWS 175 days Thu 31/05/12 Thu 31/01/13

Amend SAR ProtocolsSAR Protocols ReviewSAR Protocols Final Approval

SAR READINESS - PUBLIC DECLARATIONDITCHING LOW LIGHT CONDITIONS

Ditich ProcedureReview Ditching ProcedureDetermine Ditching KPI

Part 1: Aircraft Desent into WaterPart 2: In Water ProceduresDitiching Procedure ApprovalBrief Procedure

Review Sim Fidelity for Ditching TrainingReport Sim Fidelity

Crew TrainingReport On Crew Training (KPI)

Demonstration Dates ConfirmationDemonstration Profile DesignDemonstration Trial to Cougar Dir Flight OpsDemonstration Briefing to Aviation AdvisorDitching DemonstrationDemonstration Debrief

Demonstration Dates ConfirmationDemonstration Profile DesignDemonstration Trial to Cougar Dir OpsDemonstration Briefing to Aviation AdvisorDitching DemonstrationDemonstration Debrief

Report PreparationReport ReviewReport Delivery to the Customer

NIGHT TRAINING - LINE CREWSNight Flying Unaided Training

Night Flight Unaided Readiness Review - Director Night Flight Training Unaided Line Cre

Night Circuits / TOL CompletedNight Platform landings Completed





142 CP SAR 7.1 84% Aircraft Readiness NVG 175 days Thu 31/05/12 Thu 31/01/13143 CP SAR 7.1.1 80% NVG Modification 137 days Wed 27/06/12 Thu 03/01/13144 VIHA GM 7.1.1.1 100% First S92A Helicopter 52 days Wed 27/06/12 Thu 06/09/12145 VIHA GM 7.1.1.1.1 100% NVG Audit Internal / External Lighting 1 day Wed 27/06/12 Wed 27/06/12146 VIHA GM 7.1.1.1.2 100% NVG Lighting Audit Report 15 days Thu 28/06/12 Wed 18/07/12147 VIHA GM 7.1.1.1.3 100% Order Lighting Mods Parts 30 days Mon 02/07/12 Thu 16/08/12148 VIHA GM 7.1.1.1.4 100% Implement Lighting Mods 14 days Mon 13/08/12 Thu 30/08/12149 VIHA GM 7.1.1.1.5 100% Evaluate Lighting Mods 1 day Thu 06/09/12 Thu 06/09/12150 VIHA GM 7.1.1.2 0% Second S92A Helicopter 15 days Fri 14/12/12 Thu 03/01/13151 VIHA GM 7.1.1.2.1 0% NVG Modification 10 days Fri 14/12/12 Thu 27/12/12152 VIHA GM 7.1.1.2.2 0% NVG Evaluation 3 days Fri 28/12/12 Tue 01/01/13153 VIHA GM 7.1.1.2.3 0% NVG Mod Acceptance 2 days Wed 02/01/13 Thu 03/01/13154 VIHA GM 7.1.2 100% Ground Eval 105 days Thu 06/09/12 Thu 31/01/13155 VIHA GM 7.1.2.1 100% Transport Canada STC Evaluation 0 days Thu 06/09/12 Thu 06/09/12156 VIHA GM 7.1.2.2 100% STC Report Completed 3 days Tue 11/09/12 Thu 13/09/12157 VIHA GM 7.1.2.3 100% STC issued By Transport Canada 0 days Thu 31/01/13 Thu 31/01/13158 CP SAR 7.1.3 87% NVG Equipment 136 days Thu 31/05/12 Thu 06/12/12159 DFO 7.1.3.1 100% ROM Costs submitted for approval 1 day Thu 31/05/12 Thu 31/05/12160 CP SAR 7.1.3.2 100% Initial Training & Equipment Order for 2 SAR crews 1 day Tue 03/07/12 Tue 03/07/12161 CP SAR 7.1.3.3 0% Equipment Arrives for SAR Crews 6 days Mon 26/11/12 Mon 03/12/12162 DFO 7.1.3.4 100% Submit Final Proposal to Clients for NVG Equipment/Mods/Training 1 day Fri 06/07/12 Fri 06/07/12163 DFO 7.1.3.5 100% Proposal Approved 5 days Mon 09/07/12 Fri 13/07/12164 CP SAR 7.1.3.6 100% Order NVG, Test Set, Helmet Mounts, NVG Ldg Lights, Lip Lights 30 days Mon 16/07/12 Fri 24/08/12165 CP SAR 7.1.3.7 100% ITAR Request Submitted 20 days Mon 16/07/12 Fri 10/08/12166 CP SAR 7.1.3.8 100% ITAR Request Approved 1 day Mon 13/08/12 Mon 13/08/12167 CP SAR 7.1.3.9 0% NVGs & Helmets Preparation for Flight 3 days Tue 04/12/12 Thu 06/12/12168 CP SAR 7.2 81% SAR Crew Readiness NVG 107 days Mon 03/09/12 Tue 29/01/13169 CP SAR 7.2.1 80% Phase 1 - 2 SAR Crews 99 days Mon 03/09/12 Thu 17/01/13170 CP SAR 7.2.1.1 100% Ground School 3 days Mon 03/09/12 Wed 05/09/12171 CP SAR 7.2.1.2 100% NVG Training Basic 5 days Thu 06/09/12 Wed 12/09/12172 CP SAR 7.2.1.3 75% NVG Flight Training S-92 30 days Fri 07/12/12 Thu 17/01/13173 CP SAR 7.2.2 85% Phase 2 - Remainder SAR Crews 86 days Tue 02/10/12 Tue 29/01/13174 CP SAR 7.2.2.1 100% Ground School 5 days Tue 02/10/12 Fri 14/12/12175 CP SAR 7.2.2.2 75% NVG Flight Training - S92 8 days Fri 18/01/13 Tue 29/01/13176 CP SAR 7.3 100% Cougar Readiness NVG 40 days Wed 04/07/12 Tue 28/08/12177 CP SAR 7.3.1 100% Cougar NVG Operations Document Prepared 15 days Wed 04/07/12 Tue 24/07/12178 CP SAR 7.3.2 100% NVG Ops submitted to TC for Approval 15 days Wed 01/08/12 Tue 21/08/12179 CP SAR 7.3.3 100% Cougar Ops Manual Modified for NVG Ops 5 days Wed 22/08/12 Tue 28/08/12180 CP SAR 7.4 100% SAR Program Audit 44 days Mon 24/09/12 Fri 23/11/12181 CP SAR 7.4.1 100% Review Cougar SAR Program - Outside Auditors 3 days Mon 24/09/12 Wed 26/09/12182 CP SAR 7.4.2 100% Report on Cougar SAR Audit 1 day Thu 27/09/12 Thu 27/09/12183 CP SAR 7.4.3 100% Cougar Audit Response 0 days Fri 23/11/12 Fri 23/11/12184 CFO 7.5 0% DECLARE COUGAR READINESS SAR - NIGHT PAX OPS 0 days Wed 30/01/13 Wed 30/01/13185 CFO 7.6 0% DECLARE COUGAR READINESS LINE CREWS NIGHT PAX OPS 0 days Wed 30/01/13 Wed 30/01/13186 CP 8 100% PERSONNEL FATIGUE MANAGEMENT 10 days Mon 25/06/12 Fri 06/07/12187 CP 8.1 100% Conduct Air Crew Duty Cycle - Fatigue Management Survey 10 days Mon 25/06/12 Fri 06/07/12188 CP 9 90% Conduct Ground Crew Duty Cycle - Fatigue Management Survey 25 days Mon 23/07/12 Fri 24/08/12

Aircraft Readiness NVGNVG Modification

First S92A HelicopterNVG Audit Internal / External Lighting

NVG Lighting Audit ReportOrder Lighting Mods PartsImplement Lighting ModsEvaluate Lighting Mods

Second S92A HelicopterNVG ModificationNVG EvaluationNVG Mod Acceptance

Ground EvalTransport Canada STC EvaluationSTC Report Completed

STC issued By Transport CanadaNVG Equipment

ROM Costs submitted for approvalInitial Training & Equipment Order for 2 SAR crews

Equipment Arrives for SAR CrewsSubmit Final Proposal to Clients for NVG EquipmeProposal Approved

Order NVG, Test Set, Helmet Mounts, NVG Ldg ITAR Request SubmittedITAR Request Approved

NVGs & Helmets Preparation for FlightSAR Crew Readiness NVG

Phase 1 - 2 SAR CrewsGround SchoolNVG Training Basic

NVG Flight Training S-92Phase 2 - Remainder SAR Crews

Ground SchoolNVG Flight Training - S92

Cougar Readiness NVGCougar NVG Operations Document Prepared

NVG Ops submitted to TC for ApprovalCougar Ops Manual Modified for NVG Ops

SAR Program AuditReview Cougar SAR Program - Outside AuditoReport on Cougar SAR Audit

Cougar Audit ResponseDECLARE COUGAR READINESS SARDECLARE COUGAR READINESS LINE

PERSONNEL FATIGUE MANAGEMENT Conduct Air Crew Duty Cycle - Fatigue Manageme





189 CP 9.1 100% Update Duty Cycle Policy 5 days Mon 23/07/12 Fri 27/07/12190 CP 1-5 9.2 100% Conduct Aircrew FM Training 10 days Mon 30/07/12 Fri 10/08/12191 CP 1-6 9.3 75% Conduct Maintenance FM Training 10 days Mon 13/08/12 Fri 24/08/12192 CP SAR 10 89% DND SAR - COUGAR COOP 137 days Mon 16/07/12 Tue 22/01/13193 CP SAR 10.1 100% Initiate Contact DND SAR and RCC Halifax 1 day Mon 16/07/12 Mon 16/07/12194 CP SAR 10.2 100% Meetings to Discuss Collaboration 1 day Fri 12/10/12 Fri 12/10/12195 CP SAR 10.3 100% Review of Respective SAR Procedures 1 day Mon 15/10/12 Mon 15/10/12196 CP SAR 10.4 100% Harmonization of SAR Procedures and Protocols 5 days Tue 16/10/12 Mon 22/10/12197 CP SAR 10.5 100% Develop Joint Operating Procedure 5 days Tue 23/10/12 Mon 29/10/12198 CP SAR 10.6 100% Joint Staff Planning Exercise 3 days Tue 30/10/12 Thu 01/11/12199 CP SAR 10.7 0% Joint DND-Cougar Air Exercise 2 days Mon 21/01/13 Tue 22/01/13200 GAC 11 100% BIRD STUDY 24 days Tue 24/07/12 Mon 27/08/12201 GAC 11.1 100% Review Outcome of Bird Study 10 days Tue 24/07/12 Tue 07/08/12202 CP 11.2 100% Evaluate Impact on Night Ops 10 days Tue 07/08/12 Mon 27/08/12203 DFO 12 100% FINAL REPORT 43 days Mon 30/07/12 Wed 26/09/12204 GAC 12.1 100% Develop Draft Report 25 days Mon 30/07/12 Fri 31/08/12205 DFO 12.2 100% Internal Cougar Review 2 days Mon 03/09/12 Tue 04/09/12206 DFO 12.3 100% Steering Group Review 3 days Wed 05/09/12 Fri 07/09/12207 DFO 12.4 100% Final Report 3 days Mon 10/09/12 Wed 12/09/12208 DFO 12.5 100% Final Review 1 day Tue 25/09/12 Tue 25/09/12209 DFO 12.6 100% Deliver to the Board 1 day Wed 26/09/12 Wed 26/09/12

Update Duty Cycle PolicyConduct Aircrew FM TrainingConduct Maintenance FM Training

DND SAR - COUGAR COOPInitiate Contact DND SAR and RCC Halifax

Meetings to Discuss CollaborationReview of Respective SAR ProceduresHarmonization of SAR Procedures and ProtoDevelop Joint Operating ProcedureJoint Staff Planning Exercise

Joint DND-Cougar Air ExerciseBIRD STUDY

Review Outcome of Bird StudyEvaluate Impact on Night Ops

FINAL REPORTDevelop Draft ReportInternal Cougar ReviewSteering Group ReviewFinal Report Final ReviewDeliver to the Board




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Project: Return to Night Flying - Jan 20Date: Tue 15/01/13