DOE G 440.2B-2A, Implementation Guide - Aviation Management, Operations, Maintenance, Security, and Safety for Use with DOE O 440.2B Chg 1, Aviation Management and Safety

AVAILABLE ONLINE AT: INITIATED BY: www.directives.doe.gov Office of Management DOE G 440.2B-2A 10-17-08 IMPLEMENTATION GUIDE AVIATION MANAGEMENT, OPERATIONS, MAINTENANCE, SECURITY, AND SAFETY for Use with DOE O 440.2B Chg 1 Aviation Management and Safety [This Guide describes suggested nonmandatory approaches for meeting requirements. Guides are not requirements documents and are not to be construed as requirements in any audit or appraisal for compliance with the parent Policy, Order, Notice, or Manual.] U.S. DEPARTMENT OF ENERGY Office of Aviation Management NOT MEASUREMENT SENSITIVE DISTRITUTION: INITIATED BY: All Departmental Elements Office of Aviation Management DOE G 440.2B-2A i (and ii) 10-17-08 FOREWORD This Department of Energy (DOE) Implementation Guide is approved for use by the Office of Aviation Management (OAM) and is available for use by all DOE/NNSA elements and their contractors. This Guide is applicable to DOE O 440.2B Change1, Aviation Management and Safety (hereafter referred to as DOE O 440.2B or Order), to the policy that created that Order, and the requirements that are part of that Order. Beneficial comments (recommendations for changes, additions, or deletions) should be sent to the Director, Office of Aviation Management (MA-30), U.S. Department of Energy, 1000 Independence Avenue, SW, Washington, DC 20585, by letter or by sending the self-addressed Standardization Document Improvement Proposal (DOE F 1300.3) in Attachment 1. This Guide provides supplemental information regarding the expectations of the Department on specific provisions of DOE O 440.2B. It identifies acceptable methods of implementing the Order, although other methods may also be acceptable. It identifies relevant principles and practices by referencing Government and non-Government standards. The discussions on methods and approaches and other information are intended to be useful in understanding and implementing the requirements of the DOE O 440.2B. The use of this Guide will facilitate consistency in implementing the DOE O 440.2B and help ensure that all of the provisions of the Order are addressed. This Guide will not supersede any requirements of the Order. The word "should" is used throughout this Guide to indicate a recommended practice to meet DOE O 440.2B. The word "shall" is used because it denotes an action(s) that must be performed if a requirement in the Order, Federal Regulation or Office of Management and Budget policy is to be met. The statements in this Guide are not substitutes for requirements. If a statement or provision from this Guide is explicit in a contract or a plan required by a DOE Rule, an enforceable obligation is created by those documents. Additionally, implementation plans or policy documents that reference a procedure as the intended methodology to accomplish an action cause the referenced parts to become mandatory. DOE G 440.2B-2A iii 10-17-08 TABLE OF CONTENTS CHAPTER I- INTRODUCTION ....................................................................................... I-1 CHAPTER II- APPLICATION ......................................................................................... II-1 CHAPTER III- ALTERNATIVE APPROACHES AND METHODS .............................. III-1 CHAPTER IV- AVIATION PROGRAM MANAGEMENT ............................................ IV-1 CHAPTER V- MANAGEMENT AND PERSONNEL QUALIFICATIONS ................... V-1 CHAPTER VI- FEDERAL AVIATION MANAGER AND FEDERAL AVIATION

SAFETY OFFICER TRAINING PROGRAM ......................................... VI-1 CHAPTER VII- FLIGHT CREWMEMBER, CREWMEMBER, QUALIFIED NONCREWMEMBER AND MAINTENANCE TECHNICIAN TRAINING PROGRAMS ...................................................................... VII-1 CHAPTER VIII- AIRCRAFT AND EQUIPMENT .......................................................... VIII-1 CHAPTER IX- AIRCRAFT OPERATIONS ..................................................................... IX-1 CHAPTER X- EXTERNAL LOADS OPERATIONS ...................................................... X-1 CHAPTER XI- AERIAL APPLICATIONS (AGRICULTURAL WORK) ....................... XI-1 CHAPTER XII- AERIAL SENSING AND PHOTOGRAPHY ........................................ XII-1 CHAPTER XIII- PIPELINE AND POWER LINE PATROL ........................................... XIII-1 CHAPTER XIV- SECURITY HELICOPTER OPERATION ........................................... XIV-1 CHAPTER XV- AVIATION MAINTENANCE ............................................................... XV-1 CHAPTER XVI- AVIATION POLICY DOCUMENTS AND MANUALS .................... XVI-1 CHAPTER XVII- USE OF GOVERNMENT AIRCRAFT FOR OTHER OFFICIAL ..... XVII-1 CHAPTER XVIII- USE OF MILITARY AIRCRAFT ...................................................... XVIII-1 CHAPTER XIX- USE OF FOREIGN OPERATORS ....................................................... XIX-1 CHAPTER XX- COMMERCIAL AVIATION SERVICES ............................................. XX-1 CHAPTER XXI- AVIATION SAFETY DOCUMENTATION ........................................ XXI-1 iv DOE G 440.2B-2A 10-17-08 CHAPTER XXII- AVIATION SAFETY ........................................................................... XXII-1 CHAPTER XXIII- FLIGHT READINESS REVIEW BOARDS ...................................... XXIII-1 CHAPTER XXIV- AVIATION ACCIDENT INVESTIGATION .................................... XXIV-1 CHAPTER XXV- AVIATION REPORTING REQUIREMENTS ................................... XXV-1 CHAPTER XXVI- AVIATION SECURITY PROGRAMS.............................................. XXVI-1 CHAPTER XXVII- ACQUIS1TION AND DISPOSAL OF AIRCRAFT ......................... XXVII-1 CHAPTER XXVIII- ........ AVIATION SAFETY AND MANAGEMENT AWARD PROGRAMS .......................................................................................................... XXVIII-1 CHAPTER XXIX- AVIATION PERFORMANCE INDICATORS ................................. XXIX-1 ATTACHMENT 1 DOE Form 1300-3 ......................................................................................... 1 ATTACHMENT 2 ACRONYMS ................................................................................................. 1 ATTACHMENT 3 DEFINITIONS ............................................................................................... 1 Appendix A Sample GC Letter ...................................................................................................... 1 Appendix B Sample GC Approval Memo ..................................................................................... 1 DOE G 440.2B-2A I-1 10-17-08 CHAPTER I. INTRODUCTION

1. Overview of the Department’s Aviation Program: Government aircraft are used to support the four core programs: Energy Security, Nuclear Security, Scientific Discovery and Innovation, and Environmental Responsibility [DOE 2006 Strategic Plan]. The types of aircraft operations that support these programs are: cargo, hazardous materials, and personnel transportation; aerial patrol such as pipeline, power line, and security; aerial photography; research and development; aerial survey such as atmospheric, biological, environmental, and radiological assessment; aerial applications; rotorcraft external load operations for construction, surveys, or decommissioning activities. In addition, the DOE owns, operates, or uses Unmanned Aircraft (UA) Systems (UAS). UA are aircraft [Title 14 CFR Part 1] and have formerly been referred to as unmanned air vehicles (UAV) or Remotely Operated Aircraft (ROA). UAS are used for atmospheric research, sensor development, or research and development for proof of operational concepts to support Nuclear Security and Science programs. Additionally, a varying number of Commercial Aviation Services (lease, contract, rental, and charter) aircraft are used by DOE. Aviation operations range from the use of a single aircraft to complex missions involving numerous aircraft. The Secretary of Energy issued DOE O 440.2B, Aviation Management and Safety, to institutionalize a framework within which the aviation program of DOE and NNSA is conducted. DOE O 440.2B establishes requirements to assure the effectiveness, efficiency, security, and safety of the aviation programs conducted by the DOE. The DOE has also developed metrics used to measure the efficiency, effectiveness, and safety of these programs are departure reliability, mission capability rates, dollars, time, and the elimination of injuries and losses in the Department’s aviation operations. The aviation metrics can be found in DOE G-440.2B-1, Aviation Performance Indicators. The ultimate responsibility and accountability for ensuring adequate protection in the operation of DOE facilities (aircraft in this case), while meeting the requirements of programs, rests with DOE line management. Where contractors are employed to plan and conduct work at DOE facilities, DOE line management fulfills this responsibility by establishing expectations, contractual requirements, overseeing compliance, and managing contracts. The Field element, and in some cases the program, Federal manager has overall responsibility for the program, but the line management rests with the field element’s Federal Aviation Manager/Aviation Program Manager (AvM/APM) or Federal Aviation Safety Officer (ASO) who has direct responsibility for the aviation operations and safety. The Federal AvM/APM or Federal ASO generally is also assigned as a Contracting Officer’s Representative (COR) to manage the contract, establishes expectations, and oversees compliance to the contract. In most DOE locations a contractor is also assigned as a collateral duty, or in other cases full time, AvM/APM and/or ASO who has responsibility for implementing the Field element’s Aviation Implementation plan and/or the contractor’s policy documents regarding aviation use, reporting, safety and management. However, in the case of aircraft operations, Federal law gives the operator (may be a Federal element or contractor in some cases) and the I-2 DOE G 440.2B-2A 10-17-08

pilot in all cases, ultimate authority over the safety and operation of the aircraft during its operation. The responsibility for implementing the requirements of DOE O 440.2B is applicable to the requirements and rules governing DOE and NNSA elements and their contractors that conduct or hire aviation operations of any kind using DOE-Federal aircraft, Commercial Aviation Services providers, or other government aircraft. These requirements are not applicable to domestic official travel of individuals, or the shipment of cargo, on scheduled United States Flag air carriers. Most of the requirements are not applicable to aircraft under the operational control of other Federal and State agencies or the Department of Defense. To facilitate and improve communications within the Department, the Secretary of Energy appointed the Director, Office of Aviation Management (OAM) as the DOE Senior Aviation Management Official and an Aviation Board of Directors. The OAM Director is responsible for the policy, requirements, implementation guidelines, and technical standards of the Department’s aviation programs. The OAM Director is also responsible for: providing independent oversight, technical assistance and guidance and is the final point for the collection, retention, evaluation, and dissemination of aviation information; representing the Department to other government agencies concerning aviation operations, safety, security and airworthiness and reporting issues; and approving aviation implementation documents or plans. In addition, the OAM Director exercises the decision authority on requests for variances to the requirements within the program and for the acquisition and disposal of Federal aircraft. The OAM Director chairs the Aviation Board of Directors. The members of the Aviation Board of Directors come from the Headquarters Program Offices and DOE/NNSA Field elements that are responsible for the day-to-day management of aviation. The Aviation Board of Directors recommends broad policy and procedures for the procurement, operations, safety, security and disposal of DOE-Federal aircraft and aviation services to the Director, OAM who then submits changes through the Departmental policy review process. The requirements in DOE O 440.2B are delineated in seven broad groups; management, qualification, training, aviation operations, airworthiness, security, safety, reporting and official travel on aircraft. An aviation implementation plan (See Attachment 3, Definitions) detailing the policies and procedures for complying with the Order is required to be submitted for review and approval. The aviation operations and airworthiness requirements pertain to civil and public aircraft operations. Departmental standards for civil and public aircraft are equal to or more stringent than those in Title 14 CFR, Chapter 1, Federal Aviation Regulations. Since adopting these requirements, the DOE has reduced its overall aircraft and fatality rates significantly. 2. PURPOSE OF THE GUIDE: This Guide provides detailed information to help all personnel, responsible for a part of the aviation program, understand and comply with the DOE G 440.2B-2A I-3 (and I-4) 10-17-08 rules and regulations applicable to their assignments. By so doing, the goals and missions of the Department will be achieved. This Guide has been prepared to assist DOE Field elements in complying with DOE O 440.2B. It presents an acceptable way to comply with each of the requirements applicable to the various components of the aviation program of the Department.

This Guide is formatted in broad and narrow areas because of the nature of the subject matter. It is not meant to be all-inclusive. For those subjects not presented in detail, there are references that contain additional information. For additional information, contact the Director, Office of Aviation Management or your local Federal Aviation Administration (FAA) office. 3. SUGGESTIONS FOR IMPROVEMENT OF THE GUIDE: To be useful, this Guide must be accurate, current, and complete. This Guide must be a living document and reflect the needs of the users and changes that occur with time. Users are urged to provide beneficial comments for improving this Guide. The comments should be sent to the Director, Office of Aviation Management (OAM), U.S. Department of Energy, 1000 Independence Avenue, SW, Washington, DC 20585, by letter or by sending the pre-addressed Standardization Document Improvement Proposal (DOE F 1300.3) in Attachment 1 to this Guide. DOE G 440.2B-2A II-1 (and II-2) 10-17-08 CHAPTER II. APPLICATION 1. DOE AND CONTRACTOR AVIATION ELEMENTS: This Guide is applicable to the requirements and rules governing DOE/NNSA elements and to contractors of DOE/NNSA elements that conduct aviation operations of any kind using DOE-Federal aircraft, Commercial Aviation Service providers, or other government aircraft not under the ownership or control of DoD. The guidance is generally not applicable to the requirements governing domestic or foreign travel by individuals, or the shipment of cargo, on scheduled U.S. Flag air carriers. 2. SCOPE OF THE GUIDE: This Guide encompasses the requirements for the operation of public and civil aircraft operations by DOE/NNSA elements and DOE contractors. One preferable way to comply with each requirement is presented and discussed in “DISCUSSION” sections of this Guide, alternatives that achieve the same results or level of effectiveness, efficiency or safety may be used. DOE and Federal Regulations are both performance-oriented and specification-oriented. Methods to comply with the former are given in Federal Aviation Administration (FAA) Advisory Circulars, General Services Administration acquisition letters, Department of Energy Acquisition guides or Office of Management and Budget transmittal memorandum. The circulars, letters or memorandum are referenced in this Guide, but not contained herein. References to other advisory and standards documents also are given. Sample manuals and documents may be requested from the Director, Office of Aviation Management (OAM), GSA, FAA, or Office of Management Procurement and Assistance Management. This Guide contains general principles and suggestions for all types of aviation missions. It does not, however, contain details specific to every type of aviation operation conducted in the DOE program. Technical assistance and policy guidance for unique operations should be requested from the Director, Office of Aviation Management. DOE G 440.2B-2A III-1 (and III-2) 10-17-08 CHAPTER III. ALTERNATIVE APPROACHES AND METHODS

1. Discussion: This Guide contains technical standards, minimum expectations for performance and preferable methods necessary for complying with the requirements for DOE public and civil aircraft operations. The methods presented may not be entirely appropriate for the specific aviation operation conducted by a DOE element or their contractor. In such cases, an alternate approach that meets the intent and minimum expectations of this guide may be presented in the implementation plan, policy document or procedure of the DOE Field element. Each Field element must establish risk management protocols (Integrated Safety Management) [DOE M 450.4-1 and DOE O 440.2B] for aviation operations or maintenance, and for aviation operations outside those recognized by this guide or established within the Field elements approved aviation implementation plan or policy document. Use of the alternate approach or method should result in at least an equivalent level of effectiveness, efficiency, security, and safety as the compliance methods given herein. 2. General Information: Under current law, aircraft owned by the Federal government or in service to the Federal government (government or public aircraft) are normally not subject to FAA oversight or required to comply with FAA regulations, except for certain FAA air space rules that apply to all aircraft operations. However, the FAA retains jurisdiction over the airworthiness of an aircraft, if the aircraft has been issued a FAA Certificate of Airworthiness (C of A). All DOE aircraft hold current C of As and regardless of the aircraft’s operational status (government, public or civil) must comply with applicable FAA airworthiness rules. The FAA also has jurisdiction over “civil” aircraft operations. Civil operations are those flights that transport personnel to give speeches or attend meetings, conferences, political events, site visits, or training not associated with the operation or duties on-board a government aircraft. All other flight operations by definition are “public” flights. It is also important to understand that an individual does not have the authority to declare an aircraft operation as civil or public, because law defines these terms and activities. Because of this diversity, several of the Federal Aviation Administration (FAA) regulations are noted in DOE O 440.2B and this Guide. The “GENERAL” AND “DISCUSSION” sections of each Chapter in this Guide contain details on the requirements in DOE O 440.2B and the FAA regulations. DOE G 440.2B-2A IV-1 10-17-08 CHAPTER IV. AVIATION PROGRAM MANAGEMENT 1. Purpose: The purpose of this section is to ensure that an adequate management structure exists for an effective, efficient, secure, and safe aviation operation based on the size and scope of operations. 2. Applicability: This section sets forth the recommendations for the establishment of an aviation management structure for all DOE/NNSA elements, including contractors at each site. 3. General: The management structure of the DOE/NNSA aviation programs are modeled after Federal Aviation Administration certificated air carriers and most corporate aviation programs. In some cases within the DOE, the type of aircraft operation conducted mandates the management structure [14 CFR part 119, Certification: Air Carriers and Commercial Operators].

The DOE and NNSA structure includes a designated Senior Aviation Management Official, a Board of Directors, and aviation staff at DOE Headquarters. In addition, the structure also includes designated Federal Aviation Managers and Aviation Safety Officers in the field, who oversee the day-to-day aviation operations, whether the operation is federally owned or contracted commercial aviation services. The Federal aviation management and safety personnel ensure that DOE and NNSA aviation operations are effective, efficient, secure and safe; that Departmental and contractor personnel are qualified and trained; that aircraft, whether Federal or Commercial Aviation Services are airworthy; and there is compliance with policy statements, regulations, requirements, and procedures. 4. Responsibilities (a) The Secretary of Energy: Is responsible for appointing a Senior Aviation Management Official and an Aviation Board of Directors. (b) Administrator of Nuclear Security: Is responsible for approving aviation implementation plans (AIP) submitted by National Nuclear Security Administration (NNSA) elements after receiving a recommendation from the Director, Office of Aviation Management. In addition, the Administrator implements effective aviation operations, airworthiness, security and safety programs that meet the requirements of the DOE O 440.2B. The Administrator also identifies the major facilities management or support service contracts to which the DOE O 440.2B, Contractor Requirement’s Document applies. (c) Office of Aviation Management (OAM) Director: Serves as the DOE Senior Aviation Management Official and provides recommendations to the Secretary of Energy and the Administrator, NNSA, for the safe, efficient, secure and reliable management of aircraft used by DOE. In addition, the Director provides independent oversight of the aviation programs and generates reports [DOE O IV-2 DOE G 440.2B-2A 10-17-08 414.1C] to the DOE program managers and to the Administrator, NNSA for elements within the NNSA on the effectiveness of the aviation programs. The Director also chairs the DOE Aviation Board of Directors and appoints candidates for Board membership. The Director is responsible for implementing policies, procedures, practices, and systems that provide for the highest professional standards for aviation operations and airworthiness as well as for aviation safety, security, effectiveness and efficiency. The Director also approves the selections of the types of aviation assets or services required to carry out the respective aviation missions for DOE elements and independent operating entities that are not part of the NNSA. The approvals and recommendations for acquisition and disposal of aircraft are based on OMB Circular A-11 Exhibit 300 reports, business case studies, and OMB Circular A-76 studies, in collaboration with DOE program and Field elements. The OAM Director will review and make recommendations for or against selections to the Administrator for Nuclear Security submitted by NNSA elements. If a difference of opinion develops between the OAM Director, and the NNSA Administrator regarding selections of the types of aviation assets or services required, they will bring the issue to the Secretary or Deputy Secretary for resolution or direction. The OAM Director also provides for the final approval for the acquisition and disposal of Departmental aviation assets, approves AIPs for non-NNSA elements of DOE, and makes recommendations to the Administrator for Nuclear Security on the AIPs submitted by NNSA elements. The OAM Director is the approving authority for any deviations from or waivers to or from the requirements of the DOE O 440.2B for non-NNSA elements of DOE and makes recommendations regarding any deviations or waivers to the Administrator for Nuclear Security for NNSA elements.

(d) Aviation Board of Directors (ABD) Membership: The OAM Director, acting as Senior Aviation Management Official, is designated as Chairperson of the Board of Directors. The Board consists of members appointed by the Director from a list of nominees submitted by the DOE or NNSA program and field element managers. The Board may have a maximum of 20 members, consisting of one nominee for regular membership submitted from each of the following organizations:  Office of Management  Office of Aviation Management  NNSA Defense Programs  NNSA Defense Nuclear Nonproliferation  NNSA Emergency Operations  DOE Environmental Management DOE G 440.2B-2A IV-3 10-17-08  DOE Office of Science (Office of Biological and Environmental Research)  Health, Safety and Security (Site Security)  Bonneville Power Administration  Southwestern Power Administration  Western Area Power Administration  NNSA Office of Secure Transportation /Program Office of Aviation Operations (Los Alamos and Sandia National Laboratories)  Chicago Office (Brookhaven, Argonne, and Fermilab)  Idaho Operations Office (Idaho National Laboratory)  Nevada Site Office  Livermore Site Office (Lawrence Livermore National Laboratory)  Oak Ridge Operations  Richland Operations Office (Hanford and Pacific Northwest National Laboratory)  Savannah River Site Office (Office of River Protection and SR Ecology Lab)  Strategic Petroleum Reserve Program Management Office The DOE ABD recommends broad policy, regulations, and procedures for the procurement, operations, airworthiness, safety, and disposal of DOE-Federal aircraft to the Director, OAM. (e) Heads of Departmental Elements: Elements that conduct aviation operations or acquire CAS aircraft within their programs. Develop and implement effective aviation operations, airworthiness, security and safety programs that meet the requirements of this Order. Identify the contracts to which the CRD applies. Notify the contracting office to incorporate the CRD into the affected contracts via the laws, regulations, and DOE directives clauses of the contracts. Ensure the effectiveness of contractor aviation operations, airworthiness, and safety programs. Appoint an Aviation Program Manager, ASO, or both, depending upon the scope of operations, number of aviation operations conducted or aircraft assigned. Recommends a person to the Director, OAM for appointment to the Aviation Board of Directors. Ensures OMB A-11, Exhibit 300 submissions for aircraft acquisitions or steady state programs are prepared and submitted annually. IV-4 DOE G 440.2B-2A 10-17-08 (f) Office of Health, Safety and Security’s Office Independent Oversight: Coordinates with the OAM in developing and implementing an aviation safety and management audit and appraisal protocol process for independent aviation program oversight. (g) Field Elements that Own Aircraft (Manned or Unmanned): Elements with DOE federally-owned aircraft should have a Federal Aviation Manager and Aviation Safety Officer appointed by the respective Head of a DOE or NNSA Field element that oversees and manages the aviation operations for that element. The recommended minimum management positions responsible for DOE federally owned (Federal) aircraft will be covered in the following subparagraphs of this section. For recommended management qualification requirements refer to Chapter V.

(h) Recommended Aviation Program Personnel at the Field or Headquarters’ element level overseeing, managing or operating DOE-Federal aircraft and/or Commercial Aviation services. (1) Each Field element that has Federal personnel managing and operating more than three DOE-Federal aircraft (manned) should have enough qualified management personnel in the following or equivalent positions to ensure safety and effectiveness in its operations: (i) Aviation Manager (Federal) or Director of Operations (Federal); (ii) Chief Pilot (Federal); (iii) Director of Maintenance (Federal); and (iv) Aviation Safety Officer (Federal). (2) Each Field element that oversees and manages more than three DOE- Federal aircraft (manned) with contractors operating and managing the aircraft, should have enough qualified management personnel in the following or equivalent positions to ensure safety and effectiveness in its operations: (i) Aviation Manager (Federal); (ii) Aviation Safety Officer (Federal); (iii) Aviation Program Manager (Contractor) or Director of Operations (Contractor); (iv) Chief Pilot (Contractor); (v) Director of Maintenance (Contractor); and DOE G 440.2B-2A IV-5 10-17-08 (vi) Aviation Safety Officer (Contractor). (3) Each Field element that has Federal personnel managing and operating less than three DOE-Federal aircraft (manned) should have enough qualified management personnel in the following or equivalent positions to ensure safety and effectiveness in its operations: (i) Aviation Manager (Federal) and/or (ii) Aviation Safety Officer (Federal). (4) Each Field element that oversees and manages less than three DOE- Federal aircraft with contractors operating and managing the aircraft (manned), should have enough qualified management personnel in the following or equivalent positions to ensure safety and effectiveness in its operations: (i) Aviation Manager (Federal) and/or (ii) Aviation Safety Officer (Federal); and (iii) Director of Operations (Contractor); or (iv) Chief Pilot (Contractor); and (v) Director of Maintenance (Contractor). (5) Each Field Element or Headquarters’ Program that hires or utilizes only Commercial Aviation Service providers on an occasional basis or in- frequent basis, should appoint a collateral duty Federal Aviation Manager and/or Federal Aviation Safety Officer or request support from the Director, Office of Aviation Management or a field element with experienced aviation management staff. (6) Each Field Element or Headquarters’ Program that owns, manages, or operates unmanned aircraft systems (UAS), should assign a Federal Aviation Manager and/or Federal Aviation Safety Officer, if not already assigned, to oversee and manage the UAS operations. 5. Discussion: Upon request by the Field or Headquarters’ element manager, the OAM Director may concur with and recommend approval of different positions or numbers of positions than those listed in paragraphs (f) (1) – (5), of this Chapter for a particular operation, if the Field or Headquarters’ element manager shows that it can oversee, manage and perform its operations safely and effectively under the direction of fewer or different categories of management personnel. IV-6 DOE G 440.2B-2A 10-17-08 6. Applicable Standards DOE O 440.2B Change 1, Aviation Management and Safety 41 CFR part 102.33, Federal Management Regulations 14 CFR Chapter 1, Part 119, Certification of Commercial Operators 7. Supplemental Guidance

NBAA Aircraft Management Guide HAl SAFETY MANUAL DOE G 440.2B-2A V-1 10-17-08 CHAPTER V. MANAGEMENT AND PERSONNEL QUALIFICATIONS 1. Purpose: The purpose of this Chapter is to ensure that management personnel have the competence, skills, and are adequately qualified commensurate with their assigned duties to ensure the effectiveness, efficiency, security and safety of aviation operations. 2. Applicability: This chapter is applicable to all DOE/NNSA elements, including contractors at each site that use, own, or operate government aircraft. The recommendations in this Chapter are mandated by Federal Regulation or DOE policies and orders. [Reference 14 CFR parts 61 and 91, 41 CFR part102-33, DOE P 426.1 and DOE M 426.1-1A, and DOE O 440.2B] 3. General: The qualifications of aviation management and safety personnel of the DOE and NNSA aviation programs are modeled after Federal Aviation Administration certificated air carriers and most corporate aviation programs. The minimum Federal management positions listed in Chapter IV, paragraph 4 (f) responsible for DOE-Federal aircraft or CAS providers are covered in the approved DOE Functional Qualification Standards for DOE (Federal) Aviation Managers and (Federal) Aviation Safety Officers which require compliance within 18 months of assignment in accordance with DOE O 440.2B. (a) Recommended Management Qualifications (Federal aircraft operations) (1) Federal Aviation Manager: A person should not serve as an Aviation Manager unless he/she knows the contents of the Field element’s policies and procedures manual and/or aviation implementation plan required by DOE O 440.2B, applicable DOE and NNSA policies, the provisions of this guide and other applicable regulations necessary for the proper performance of the person’s duties and responsibilities. The person should have completed or be able to complete the Functional Qualification Standard for DOE Aviation Managers within 18 months of assignment. This person will have the overall responsibility for ensuring the aircraft operations conducted by the Field element are effective, efficient, secure and safe and in compliance with DOE O 440.2B, applicable Federal Aviation Regulations, Federal Management Regulations, Federal Travel Regulations, and OMB circulars A-11, A-76, and A-126. (2) Director of Operations (Federal or Contractor): A person should not serve as Director of Operations unless that person knows the contents of the Field elements policies and procedures manual and/or aviation implementation plan required by DOE O 440.2B, the provisions of this guide and other applicable regulations necessary for the proper performance of the person’s duties and responsibilities and: (i) The Director of Operations of a Field element conducting any operations for which the pilot-in-command is required to hold an V-2 DOE G 440.2B-2A 10-17-08 Airline Transport Pilot certificate under 14 CFR Part 61 or required by the Field element should: 1 Hold or have held an Airline Transport Pilot certificate; or 2 Have at least 3 years of experience as pilot-in-command of an aircraft in the civil government, military, or operated under 14 CFR parts 121, 125, or 135; or 3 Have at least 3 years of experience as Director of Operations in civil government, military or with a certificate holder operating under 14 CFR parts 121, 125, or 135.

(ii) The Director of Operations of a Field element who is not conducting any operation for which the pilot-in-command is required to hold an Airline Transport Pilot certificate under 14 CFR Part 61 or required by the Field element should: 1 Hold or have held a commercial pilot certificate; or 2 Have at least 3 years of experience as a pilot-in-command of an aircraft operated in the civil government, military, or operated under 14 CFR parts 121, 125, or 135; or 3 Have at least 3 years of experience as Director of Operations in civil government, military or with a certificate holder operating under 14 CFR parts 121, 125, or 135. (3) Chief Pilot (Federal or Contractor): A person should not serve as Chief Pilot unless that person knows the contents of the Field elements policies and procedures manual, training manual, and/or aviation implementation plan required by DOE O 440.2B, DOE and NNSA policies, the provisions of this guide and other applicable regulations necessary for the proper performance of the person’s duties and responsibilities, and: (i) The Chief Pilot of a Field element conducting any operation for which the pilot-in-command is required to hold an Airline Transport Pilot certificate under 14 CFR Part 61 or required by the Field element should: 1 Hold a current Airline Transport Pilot certificate with appropriate ratings for at least one of the types of aircraft used; DOE G 440.2B-2A V-3 10-17-08 2 Hold a current Flight Instructors Rating in the category and class of aircraft to be operated and hold an Instrument Instructors Rating, if flight operations are conducted under instrument conditions; and 3 Have at least 3 years of experience as a pilot-in-command of an aircraft under 14 CFR parts 121, 125, or 135 or military or civil government service. (ii) The Chief Pilot of a Field element who is not conducting any operation for which the pilot-in-command is required to hold an Airline Transport Pilot certificate under 14 CFR Part 61 or required by the Field element should: 1 Hold a current, commercial pilot certificate with an instrument rating. If an instrument rating is not required for the pilot-in-command, the Chief Pilot must hold a current, commercial pilot certificate; 2 Hold a current Flight Instructors Rating in the category and class of aircraft to be operated and hold an Instrument Instructors Rating, if flight operations are conducted under instrument conditions; and 3 Have at least 3 years of experience as a pilot-in-command of an aircraft under 14 CFR parts 121, 125, or 135 or military or civil government experience. (4) Director of Maintenance (Federal or Contractor): A person should not serve as a Director of Maintenance unless that person knows the maintenance sections and contents of the Field element’s policies and procedures manual and/or aviation implementation plan required by DOE O 440.2B, DOE and NNSA policies, the provisions of this guide and other applicable regulations necessary for the proper performance of the person’s duties and responsibilities, and: (i) Hold a mechanic certificate with both airframe and power plant ratings; (ii) Have at least three years of maintenance experience as a certificated mechanic on aircraft, including, at the time of appointment as Director of Maintenance, the recent experience requirements of 14 CFR part 65, Section 65.83 of the FAR in the same category and class of aircraft used by the Field element, or at least three years of experience with a certificated airframe repair station, including one year in the capacity of approving aircraft for return to service; and

V-4 DOE G 440.2B-2A 10-17-08 (iii) Have at least 3 years of experience as Director of Maintenance in civil government, military or with a certificate holder operating under 14 CFR parts 121, 125, or 135; or (iv) Have at least 3 years of experience in a supervisory or inspector position with a certificate holder operating under 14 CFR part 145. (5) Aviation Safety Officer (Federal or Contractor): A person should not serve as an Aviation Safety Officer unless that person knows the operations, safety and maintenance sections of the contents of the Field elements policies and procedures manual and/or aviation implementation plan required by DOE O 440.2B, DOE and NNSA policies, the provisions of this guide and other applicable regulations necessary for the proper performance of the person’s duties and responsibilities. A Federal Aviation Safety Officer must have completed or be able to complete the Functional Qualification Standard for DOE Aviation Safety Officer within 18 months of assignment [Federal only]. In addition, the person should: (i) Hold or have held an Airline Transport Pilot or Commercial Pilot certificate, (ii) Have at least 3 years of experience as a safety professional, or (iii) Has completed a civil industry, DOE, or military aviation safety management-training program. (6) Pilots (Federal or Contractor) manned aircraft: (i) Hold appropriate FAA ratings established by the Field element’s policy documents, Federal Classification System (GS-2181, Pilot), or required by 14 CFR parts 61, 91, 121, 133, 135, or 137 in the category and class of aircraft operated; (ii) Hold either Class I or Class II medical certificate established by the Field element’s policy documents, Federal Classification System (GS-2181, Pilot), or required by 14 CFR parts 61, 91, 121, 133, 135, or 137; (iii) Be qualified and proficient in the make and model of aircraft in accordance with the Field element’s or operator’s policy documents or as required by 14 CFR parts 61, 91, 121, 133, 135, or 137. (7) Pilots (Federal or Contractor) Tier I, II, and III unmanned aircraft: (i) Hold appropriate FAA ratings established by the Field element’s policy documents, Federal Classification System (GS-2181, Pilot), DOE G 440.2B-2A V-5 10-17-08 or required by 14 CFR parts 61 and 91 in the category and class of aircraft operated; (ii) Hold either Class I or Class II medical certificate established by the Field element’s policy documents, Federal Classification System (GS-2181, Pilot), or required by 14 CFR parts 61 and 91; and (iii) Be qualified and proficient in the make and model of aircraft in accordance with the Field element’s or operator’s policy documents or as required by 14 CFR parts 61 and 91. (8) Pilots (Federal or Contractor) Tier IV and V unmanned aircraft: (i) Hold appropriate FAA ratings established if required by the Field element’s policy documents or required by 14 CFR parts 61 and 91 in the category and class of aircraft operated; or (ii) Demonstrate through written or oral examination knowledge of the 14 CFR part 91 Subpart A General, Subpart B Flight Rules, Subpart C Equipment, Instrument and Certificate Requirements, Subpart D sections § 91.305, § 91.313, and § 91.319, and Subpart E Maintenance. A Federal official with sufficient knowledge must certify the pilot is qualified for the type of operations to be conducted. (ii) Hold at least a Class III medical certificate or appropriate class required by 14 CFR parts 61 and 91;

(iii) Be qualified and proficient in the make and model of aircraft in accordance with the Field element’s or operator’s policy documents or as required by 14 CFR parts 61 and 91. (9) Maintenance Technicians and Repairmen (Manned Aircraft). (i) Hold appropriate FAA ratings established by the Field element’s policy documents or required by 14 CFR parts 65; (ii) Hold an FAA Inspector’s Authorization if required by duty assignment or field element policy; and (iii) Be qualified and proficient in accordance with the Field element’s or operator’s policy documents or as required by 14 CFR part 65. (10) Maintenance Technicians and Repairmen (Unmanned Aircraft—Tier I, II, and III). V-6 DOE G 440.2B-2A 10-17-08 (i) Hold appropriate FAA ratings established by the Field element’s policy documents or required by 14 CFR parts 65; (ii) Hold an FAA Inspector’s Authorization if required by duty assignment or field element policy; and (iii) Be qualified and proficient in accordance with the Field element’s or operator’s policy documents or as required by 14 CFR part 65. (11) Maintenance Technicians and Repairmen (Unmanned Aircraft—Tier IV and V). (i) Be trained in the manufacturer’s maintenance program or hold appropriate FAA ratings, if established by the Field element’s policy documents, or required by 14 CFR parts 65; (ii) Be qualified and proficient in accordance with the Field element’s policy and know the manufacturer’s maintenance program or instructions. (b) Recommended Management Qualifications (CAS Only operations) (1) Federal Aviation Manager : A person should not serve as an Aviation Manager unless he/she knows the contents of the Field element’s policies and procedures manual and/or aviation implementation plan required by DOE O 440.2B, applicable DOE and NNSA policies, the provisions of this guide and other applicable regulations necessary for the proper performance of the person’s duties and responsibilities. A Federal Aviation Manager should have completed or be able to complete the Functional Qualification Standard for DOE Aviation Managers within 18 months of assignment. This person will have the overall responsibility for ensuring the aircraft operations conducted by the Field element are effective, efficient, secure and safe and in compliance with DOE O 440.2B, applicable Federal Aviation Regulations, Federal Management Regulations, Federal Travel Regulations, and OMB circulars A-11, A-76, and A-126. TQF is only applicable to Federal employees. (2) Aviation Safety Officer (Federal or Contractor): A person should not serve as an Aviation Safety Officer unless that person knows the operations, safety and maintenance sections of the contents of the Field elements policies and procedures manual and/or aviation implementation plan required by DOE O 440.2B, DOE and NNSA policies, the provisions of this guide and other applicable regulations necessary for the proper performance of the person’s duties and responsibilities. A Federal Aviation Safety Officer must have completed or be able to complete the Functional Qualification Standard for DOE Aviation Safety Officer within DOE G 440.2B-2A V-7 10-17-08 18 months of assignment. In addition, a person assigned as an Aviation Safety Officer should: (i) Have at least 3 years of experience as a safety professional, or (ii) Has completed a civil industry, DOE, or military safety management training program; or (iii) Certified as a civil industry, DOE, or military safety professional.

(c) Incidental Pilot Guidance (Federal Personnel Only) (1) An organization may use the Field elements designated Federal Aviation Manager/Aviation Program Manager or Aviation Safety Officer, but not both, as an incidental pilot (DOE O 440.2B). The exception to this policy is when a DOE-Federal aircraft is under the “operational control” of a contractor who is a FAA certificated air carrier. Title 14 CFR parts 119, 135 and 121 restrict operators to using only pilots in their employ and under their control. (2) In those cases where the DOE-Federal aircraft are not managed and operated by a contractor certified by the FAA as an air carrier, a Federal employee may be used to act as an incidental pilot in accordance with DOE O 440.2B. The following requirements must be met: (i) An incidental pilot must be a full-time Federal employee of DOE that is responsible for overseeing or managing DOE-Federal aircraft. The assigned aviation manager or safety professional must be responsible for the direct management or oversight of DOE-Federal aircraft. (ii) The requirements of Section 4.h., 2.d of the Order 440.2B and this section of the guide do not apply to a Federal Aviation Manager or Aviation Safety Officer whose position description and primary duty is that of a Pilot, GS 2181. (iii) The use of incidental pilots should be on a closely controlled and limited basis, to supplement or assess flight operations. The direction given in the Order was meant to limit the use of incidental pilots in flight programs that have a limited amount of annual flying. OAM is an advocate for aviation managers actively flying to ensure the operations are effective, efficient, secure and safe. However, because some of the emergency response and security programs are limited in the amount of annual flight hours, the intent of the Order was to have each manager or safety professional weigh the need to fly against that of impacting the full-time pilot’s (Federal or contractor) ability to maintain V-8 DOE G 440.2B-2A 10-17-08 proficiency. Therefore, each organization should determine the impact and benefit of using incidental pilots before deciding to do so. (iv) The qualifications and processes for using these staff members must be included in the Field elements AIP and, if applicable, the contractor’s aviation procedures or operations manual, refer to the Order 440.2B Section 4.h., 2.d. (3) Deviation from this section may be authorized if the person has had equivalent aeronautical experience. The OAM Director may authorize a deviation for the Federal employees who are appointed as an Aviation Manager/Aviation Program Manager, Director of Operations, Chief Pilot, Director of Maintenance or the Aviation Safety Officer. If an organization needs to submit a deviation request to the Director, the organization should ensure the following: (i) All documentation submitted should be verifiable and accurately state the experience and qualifications of the person; (ii) Explain what additional training, if any, the organization intends to provide; and (iii) Provide any other pertinent information that may be necessary to assist the Director in deciding to grant the deviation. 4. Discussion: The number and qualifications of management, safety pilot and maintenance personnel discussed in this Chapter are the minimum expectations for performance in the context of the requirements of DOE O 440.2B Section 4, Requirements, paragraphs e., h., and Section 5, Responsibilities, paragraph g.

It is the position of OAM that Federal Aviation Managers and Federal Aviation Safety Officers be involved with the aviation programs operationally as much as possible, to the extent allowed by regulation or law. The best method of evaluating the policies, processes, and procedures is to participate during actual operations. That is the purpose of DOE O 440.2B Section 4.h. (2) (d), establishing a baseline qualification for Federal management personnel who may participate as an incidental pilot. In addition, since an incidental pilot must meet the same proficiency and currency requirements as those of the full-time pilots, programs that have a limited flying program may be impacted substantially by using an incidental pilot. Other considerations prior to using an incidental pilot, would be contacting the Contracting Officer to determine, if the Federal Management Regulations, Federal Acquisition Regulations, Department of Energy Procurement Regulations, or the contract will allow an incidental pilot to operate the aircraft or act in the capacity as a Flight crewmember for operations that have contractors managing, operating, and maintaining Federal aircraft. DOE G 440.2B-2A V-9 10-17-08 5. Applicable Standards Title 41 CFR part 102-33, Federal Management Regulations Title 14 CFR Parts 119 (Sections 119.65, 119.67, 119.69, and 119.71), 61, 65, 121, and 135 Classification Act of 1949, which has been codified in Chapter 51 of Title 5, United States Code FAA Order 8900.1, Flight Standards Information Management System (FSIMS). DOE O 360.1B, Federal Employee Training DOE P 426.1, Federal Technical Capability for Defense Nuclear Facilities DOE M 426.1-1A, Federal Technical Capability Manual DOE O 440.2B Change 1, Aviation Management and Safety DNFSB Approved Functional Qualification Standards for Federal Aviation Managers (DOE-STD-1165-2003) and Federal Aviation Safety Officers (DOE-STD-1164-2003) 7. Supplemental Guidance Energy On-Line Learning Center (OLC 2) Training for Aviation Managers and Safety Officers Chapter VI and VIII, DOE G 440.2B-X DOE G 440.2B-2A VI-1 10-17-08 CHAPTER VI. FEDERAL AVIATION MANAGER AND FEDERAL AVIATION SAFETY OFFICER TRAINING PROGRAM 1. Purpose: The purpose of this section is to ensure qualification standardization, and to enhance the safety of aviation operations by ensuring key personnel have the competence, knowledge and skills commensurate with assigned responsibilities through appropriate training. 2. Applicability: This section is applicable to all DOE/NNSA elements that oversee, manage or operate government (Federally owned or Commercial Aviation Services) aircraft. 3. General: This document sets forth the recommended standards for the establishment and maintenance of a training program for DOE/NNSA Aviation Managers (AvMs)/Aviation Program Manager (APM) and Aviation Safety Officers (ASOs). No personnel should serve as a DOE/NNSA ASO or AvM/APM unless he/she has completed the appropriate initial or recurrent training phase commensurate with duties assigned. There are three basic categories of training applicable to DOE/NNSA AvMs and ASOs. The appropriate category of training is determined by the individual’s previous experience, and duty position. At the conclusion of any category-training curriculum, the individual involved should be able to successfully demonstrate his/her knowledge of the regulations, policies, and procedures applicable to the specific block of instruction by correctly answering 90 percent of the questions on written tests.

(a) Initial Assignment Training: This training category is for personnel who have not had previous experience with DOE (newly hired personnel). It also applies, however, to personnel employed by DOE who have not previously held an AvM/APM or ASO position within DOE. Initial assignment training includes basic indoctrination training and training for a specific duty position. Since initial assignment training is usually the employee’s first exposure to specific organization methods, systems, and procedures, it is also the most comprehensive of the three categories of training. The requirements of the Functional Qualification Standards (DOE-STD-1164-2003 and DOE-STD-1165-2003) can be found on the internet at: http://www.hss.energy.gov/NuclearSafety/techstds/standard/standard.html#1001. (1) The initial assignment training for AvMs/APMs and ASOs can be found on the DOE On-line Learning Center (OLC2) at https://olc2.energy.gov/plateau/user/login.jsp. Search under DOE courses for DOE Aviation Manager and Safety Officer Training and the OMB A- 126 courses. These courses satisfy most of the training needs of the Functional Qualification Program for an AvM/APM or ASO of the Department. VI-2 DOE G 440.2B-2A 10-17-08 (2) Unique areas such as an organization’s aviation implementation plans, policy manuals, aircraft operations, etc., need to be addressed through satisfactory completion of a written examination, satisfactory completion of an oral evaluation, satisfactory completion of an observed task or activity related to a competency, or documented evaluation of equivalencies. These may be assessed locally by a qualified person or call the Office of Aviation Management for assistance and evaluation. (2) The Aviation Manager and Safety Officer course is presented in three sections, called Modules, with a post-test at the end. Module 1 presents the history and mission of the DOE aviation program and some of the management systems in place within the Department. Module 2 will provide training on the Directives System along with DOE O 440.2B, Aviation Management and Safety. Module 3 covers the aviation-specific parts of the Code of Federal Regulations. Once an individual has viewed all three modules, the person will complete a “post-test’ that must be passed with 90% accuracy in order to receive credit for the course. (3) The OMB A-126 course is presented in one Module, with no post-test at the end. (4) The AvM/APM or ASO should contact the Office of Aviation Management to request access to the GSA Federal Aircraft Interactive Reporting System (FAIRS). Once access is granted, the AvM/APM may take the FAIRS training module on the GSA FAIRS website. (b) Recurrent Training: This category of training is for an AvM/APM or ASO who has been previously trained and qualified by DOE. The AvM/APM or ASO should receive recurrent training annually. If recurrent training has not been completed within 18 months of the AvM/APM or ASO’s last training period, that individual must complete re-qualification training to maintain his/her qualification status. (1) The recurrent training for AvMs/APMs and ASO can be found on the DOE OLC 2 under DOE courses. The identified training satisfies most of the recurrent training for an AvM/APM or ASO of the Department. (2) The following list also provides recommendations to sufficiently satisfy recurrent training: (i) Office of Aviation Management Annual Aviation Operations and Safety Training Workshop (12 to 14 hours).

(ii) DOE Accident Investigation Course, sponsored by DOE’s HSS organization. DOE G 440.2B-2A VI-3 10-17-08 (iii) Helicopter Association International training courses. (iv) National Business Aircraft Association courses. (v) National Transportation Safety Board aviation courses. (vi) University of Southern California, Aviation Safety Officer Course. (vii) Emory Riddle College, Aviation Management and Safety Course (viii) University of Southern California, Human Factors Course (ix) Transportation Safety Institute, Risk Management (x) Transportation Safety Institute, Accident Investigation (xi) Transportation Safety Institute, Accident Investigation (Rotorcraft) (xii) Transportation Safety Institute, Accident investigation (Airplane) (xiii) GSA ICAP Biennial ASO Training (c) AvM/APM and ASO Curriculum (Refer to Tables) Initial Training Curriculum Table VI-1.0 MODULE SUBJECT TRAINING 1 History/Mission DOE Aviation Program History 3 2 Directives System 2 2.1 Introduction to Directives System 3 CFRs 2 3.1 Introduction to CFRs - 8 4 Applicable Management Regulations/Reporting Requiremen 3 5 Accident/Incident Scenarios and the DOE Safety Award Program 2 . 6 Typical Aviation Organizational Structures/Manuals/Operating Policies 5 7 Charter Operations - Types and Evaluation Techniques 3 8 OMB Circular A-126 3 TOTAL 34 VI-4 DOE G 440.2B-2A 10-17-08 Recurrent Training Curriculum Table VI-1.1 MODULE SUBJECT TRAINING 1 Changes/Updates Applicable to DOE Policy/Orders/Regulations/Reporting Requirements 4 2 Changes/updates in Non-DOE Regulations (Title 14 C FR, Title 49 CFR, Title 41 part 102-33, Federal Travel Regulations, OMB Circulars, etc) 1 3 Accident Prevention Review or Safety Management or Human Factors 1 4 Previous Year Lessons-Learned 1 5 To Be Determined (alternate training subjects annually) 4 TOTAL 11 (d) Re-qualification Training: This category of training is for personnel who have been trained and qualified by DOE, but have become unqualified to serve in a particular duty position due to not receiving recurrent training or a competency test within an 18 month period. The re-qualification training curriculum is identical to the initial assignment training. (e) Record Keeping: Record keeping is an integral part of training. Without adequately documented records, auditors may question whether the training or qualification ever took place. It is imperative that DOE Aviation Managers and Safety Officers: (i) Have on file a Technical Qualification Record (TQR) signed by a person who is qualified under the AvM/APM or ASO Functional Qualification Standard at the “expert” level. (ii) Forward a copy of the TQRs to the OAM for review and tracking. (iii) Maintain well-organized training records per local record keeping management and storage requirements. 4. Applicable Standards Classification Act of 1949, which has been codified in Chapter 51 of Title 5, United States Code DOE O 360.1B, Federal Employee Training DOE P 426.1, Federal Technical Capability for Defense Nuclear Facilities DOE M 426.1-1, Federal Technical Capability Manual DOE O 440.2B, Aviation Management and Safety DOE G 440.2B-2A VI-5 10-17-08 DNFSB Approved Functional Qualification Standards for Aviation Managers and Aviation Safety Officers 5. Supplemental Guidance Energy On-Line Learning Center (OLC2) Training for Aviation Managers and Safety Energy OLC2 OMB Circular A-126 Training for Aviation Managers and Safety

Officers Chapter V and VII, DOE G 440.2B-2A DOE G 440.2B-2A VII-1 10-17-08 CHAPTER VII. FLIGHT CREWMEMBER, CREWMEMBER, QUALIFIED NON‐ CREWMEMBER AND MAINTENANCE TECHNICIAN TRAINING PROGRAMS 1. Purpose: The purpose of this section is to ensure qualification standardization, and to enhance the safety of aviation operations by ensuring the personnel are competent commensurate with their assigned duties through the appropriate training of flight, mission, and maintenance personnel. 2. Applicability: This section is applicable to all DOE/NNSA elements, including contractors at each site that oversee, manage or operate DOE-Federal aircraft. 3. General: This section sets forth minimum recommendations for establishment and maintenance of training programs for flight crewmembers, crewmembers, qualified non- crewmembers, and maintenance technicians who operate, perform duties during missions, and maintain DOE-Federal manned and unmanned aircraft. Personnel should not serve as a flight crewmember, crewmember, qualified non-crewmember, or perform maintenance on DOE-Federal manned and unmanned aircraft unless he/she has completed the appropriate initial or recurrent training phase appropriate to the position they are assigned and is current and proficient. There are six basic categories of training applicable to flight crewmembers and crewmembers and there are three basic categories of training for qualified non-crewmembers and maintenance technicians. The appropriate category of training is determined by the individual’s previous experience and duty position. 4. Categories of Training Flight Crewmembers and Crewmembers (a) Initial Training: The training required for flight crewmembers that have not qualified and served in the same capacity on an aircraft. (b) Transition Training: The training required for flight crewmembers that have qualified and served in the same capacity on another aircraft. (c) Upgrade Training: The training required for crewmembers that have qualified and served as second-in-command or other duties on a particular aircraft type, before they serve as pilot-in-command or other crewmember duties on that aircraft. (d) Differences Training: The training required for flight crewmembers that have qualified and served on a particular type aircraft, when the Aviation Program Manager or Safety Officer finds differences training is necessary before a crewmember serves in the same capacity on a particular variation of that aircraft. (e) Recurrent Training: The training required for flight crewmembers to remain trained in each aircraft, crewmember position, and type of operation in which the crewmember serves. VII-2 DOE G 440.2B-2A 10-17-08 (f) Flight Proficiency Training: The number of maneuvers, procedures, or functions that must be conducted in the aircraft to maintain mission proficiency within a specified time. 5. Categories of Training Qualified Non-crewmembers and Maintenance Technicians (a) Initial Training: The training required for maintenance technicians or qualified non-crewmembers who have been recently hired or not served in the same capacity within the maintenance or flight organization. (b) Differences Training: The training required for maintenance personnel or qualified non-crewmembers who have qualified and performed maintenance or performed mission duties on a particular type aircraft, when the AvM/APM, ASO or Director of Maintenance finds differences training is necessary before performing maintenance or conducting mission duties on a particular variation of that aircraft or a different type of aircraft. Refer to Chapter VII, paragraph 7.

(c) Recurrent Training: The training required for maintenance personnel or qualified non-crewmembers to remain adequately trained and currently proficient in the processes, procedures, and equipment necessary to maintain and inspect each aircraft or perform mission duties while on board an aircraft. 6. Training Program (Initial Training) (a) General (1) Each DOE/NNSA element should establish or ensure a written training program is developed, the program should: (i) Ensure that each flight crewmember, flight instructor, check airman, maintenance technician, qualified non-crewmember, and each person assigned duties for the carriage and handling of hazardous materials (as defined in 49 CFR 171.8) is adequately trained to perform their assigned duties. (ii) Describe the ground and flight training facilities and/or where the organization obtains the facilities, including the process used to ensure the adequacy of the facilities. (iii) Establish qualifications for the ground instructors used for the training. (iv) Provide and keep current for each aircraft type used and, if applicable, the particular variations within the aircraft type, appropriate training material, examinations, forms, instructions, and procedures for use in conducting the training and checks recommended in this guide. DOE G 440.2B-2A VII-3 10-17-08 (v) Describe the number of flight instructors, check airmen, maintenance instructors and simulator instructors used to conduct the flight training, flight checks, ground and maintenance training, simulator training courses or identify what organization provides the flight instructors, check airmen, maintenance instructors and simulator instructors recommended by the guide. (2) Identify each instructor, supervisor, or check airman who is responsible for a particular ground-training subject, segment of flight training, course of training, flight check, or competence check under the organization s program: (i) Should certify as to the proficiency and knowledge of the flight crewmember, crewmember, qualified non-crewmember, flight instructor, check airman, or maintenance technician concerned upon completion of that training or check. That certification should be made a part of the flight crewmember’s, crewmember’s, qualified non-crewmember’s, or maintenance technician’s record. (ii) When the certification recommended by this paragraph is made by an entry in a computerized record keeping system, the certifying instructor, supervisor, or check airman, must be identified with that entry. However, the signature of the certifying instructor, supervisor, or check airman is not required for computerized entries. (iii) Identify all proficiency checks and knowledge tests that should be performance based using a measurable scale to determine the flight crewmember’s, crewmember’s, qualified non-crewmember’s or maintenance technician’s mastery of the subject or task. (iv) Identify training subjects that apply to more than one aircraft or flight crewmember, crewmember, qualified non-crewmember or maintenance position and that have been satisfactorily completed and identify previous training while employed by the organization for another aircraft or another flight crewmember, crewmember, qualified non-crewmember or maintenance position. That training need not be repeated during subsequent training other than recurrent training.

(3) Identify aircraft simulators and other training devices that may be used in the organization’s training program, if approved by the FAA. Simulators or other training devices used for qualified non-crewmember training are not required to be FAA approved. VII-4 DOE G 440.2B-2A 10-17-08 (4) Ensure whenever a flight crewmember, crewmember, qualified non- crewmember or maintenance technician, who is required to take training under the organization’s program, completes the training during the month or in the calendar month before, or after in which that training is required, the flight crewmember, crewmember, qualified non-crewmember or maintenance technician is considered to have completed it in the calendar month in which it was required. (b) Training Program Curriculum (1) Each organization should prepare and keep current a written training program curriculum for each type of aircraft, mission profile, or maintenance function for each flight crewmember, crewmember, qualified non-crewmember, and maintenance technician required for that type aircraft or maintenance program. (2) The curriculum should include ground and flight training for flight crewmembers, crewmembers, qualified non-crewmembers, if applicable and the maintenance training recommended by this guide in VII 6 and 7. (3) Each training program curriculum should include the following: (i) A list of principal ground training subjects, including emergency training subjects and learning objectives that are to be accomplished. (ii) A list of all time training devices, mockups, systems trainers, procedures trainers, or other training aids that the organization will use. (iii) For flight crewmembers, detailed descriptions and/or pictorial displays of the approved normal, abnormal, and emergency maneuvers, procedures, and functions that will be performed during each flight training phase or flight check, indicating those maneuvers, procedures and functions that are to be performed during the in flight portions of flight training and flight checks. (iv) For crewmembers or qualified non-crewmembers, detailed descriptions and/or pictorial displays of the approved normal, abnormal, emergency procedures and functions that will be performed by crewmembers or qualified non-crewmembers during each flight phase and flight check. (v) For maintenance technicians, detailed descriptions or pictorial displays of the approved maintenance processes, procedures, and special inspection procedures, if any. If the maintenance technician acts in a capacity onboard the aircraft, then the normal, abnormal, DOE G 440.2B-2A VII-5 10-17-08 emergency maneuvers, procedures and functions they would be expected to perform. (c) Flight Crewmember Training Requirements (1) Each organization should include in its training program the following initial, recurrent and transition ground training as appropriate to the particular assignment of the flight crewmember: (i) Basic indoctrination ground training for newly hired flight crewmembers including instruction, in at least the: 1 duties and responsibilities of flight crewmembers as applicable; 2 appropriate provisions of DOE O 440.2B, applicable DOE and NNSA policies, and applicable parts and sections of 14 CFR Chapter 1; and 3 contents of the organizations aviation implementation plan operations manual or procedures manual. (ii) The initial, upgrade, recurrent and transition ground training should include, but is not limited to: 1 General subjects:

A. The organization’s flight locating procedures; B. Principles and methods for determining weight and balance, and runway limitations for takeoff and landing, if applicable; C. Enough meteorology to ensure a practical knowledge of weather phenomena, including the principles of frontal systems, icing, fog, thunderstorms, wind shear and, if appropriate, high altitude weather situations; D. Air traffic control systems, procedures, and phraseology; E. Navigation and the use of navigational aids, including instrument approach procedures; F. Normal and emergency communication procedures; VII-6 DOE G 440.2B-2A 10-17-08 G. Visual cues before and during descent below DH or MBA; H. Crew resource management initial training; I. Human factors; and J. Other instructions as necessary to ensure competence. 2 For each aircraft type: A. General description; B. Performance characteristics; C. Engines and propellers; D. Major components; and E. Major aircraft systems (i.e., flight controls, electrical, and hydraulic), other systems, as appropriate, principles of normal, abnormal, emergency operations, appropriate procedures and limitations. 3 Knowledge and procedures for: A. Recognizing and avoiding severe weather situations; B. Escaping from severe weather situations, in case of inadvertent encounters, including low-altitude wind shear (except that rotorcraft pilots and Tier VI and V unmanned aircraft systems are not required to be trained in escaping from low-altitude wind shear); C. Operating in or near thunderstorms (including best penetrating altitudes), turbulent air (including clear air turbulence), icing hail, and other potentially hazardous meteorological conditions; and D. Operating aircraft during ground icing conditions, (i.e., any time conditions are such that frost, ice, or snow may reasonably be expected to adhere to the aircraft), if the organization expects to authorize takeoffs in ground icing conditions, including: DOE G 440.2B-2A VII-7 10-17-08 (i) The use of holdover times when using deicing/anti-icing fluids; (ii) Aircraft deicing/anti-icing procedures, including inspection and check procedures and responsibilities; (iii) Communications; (iv) Aircraft surface contamination (i.e., adherence of frost, ice, or snow) and critical area identification, and knowledge of how contamination adversely affects airplane performance and flight characteristics; (v) Types and characteristics of deicing/anti- icing fluids, if used by the organization; (vi) Cold weather preflight inspection procedures; (vii) Techniques for recognizing contamination on the aircraft; (viii) Operating limitations; (ix) Fuel consumption and cruise control; (x) Flight planning; (xi) Each normal and emergency procedure; and (xii) The approved aircraft or rotorcraft flight manual or equivalent. (2) Emergency Training (i) Each training program must provide emergency training for each aircraft type, model, and configuration, each crewmember, and each kind of operation conducted, as appropriate for each crewmember and the organization’s mission. (ii) Emergency training should provide the following: 1 Instruction in emergency assignments and procedures, including coordination among crewmembers; VII-8 DOE G 440.2B-2A 10-17-08 2 Individual instruction in the location, function, and operation of emergency equipment including: A. Equipment used in ditching and evacuation; B. First aid equipment and its proper use; and

C. Portable fire extinguishers, with emphasis on time type of extinguisher to be used on different classes of fires. 3 Instruction in the handling of emergencies including: A. Rapid decompression; B. Fire in flight or on the surface and smoke control procedures with emphasis on electrical equipment and related circuit breakers found in cabin areas; C. Ditching and evacuation; D. Illness, injury, or other abnormal situations involving passengers, crewmembers or qualified non-crewmembers; and E. Hijacking and other unusual situations. 4 Review of the organization’s or other DOE previous aircraft accidents and incidents involving actual emergencies. 5 Performance by each crewmember of at least the following emergency drills, using the proper emergency equipment and procedures, unless the organization finds that, for a particular drill, the crewmember can be adequately trained by demonstration: A. Ditching, if applicable; B. Emergency evacuation; C. Fire extinguishing and smoke control; D. Operation and use of emergency exits, including deployment and use of evacuation chutes, if applicable; E. Use of crew and passenger oxygen; DOE G 440.2B-2A VII-9 10-17-08 F. Removal of life rafts from the aircraft, inflation of the life rafts, use of life lines, and boarding of passengers and crew, if applicable; and G. Donning and inflation of life vests and the use of other individual flotation devices, if applicable. (3) Instruction to crewmembers who serve in operations above 25,000 feet in the following: (i) Respiration; (ii) Hypoxia; (iii) Duration of consciousness without supplemental oxygen at altitude; (iv) Gas expansion; (v) Gas bubble formation; and (vi) Physical phenomena and incidents of decompression. (4) Emergency and Emergency Evacuation Duties (i) Each Field element should, for each type and model of aircraft, assign to each category of crewmember, as appropriate, the necessary functions to be performed in an emergency or a situation requiring emergency evacuation. The Field element should show those functions are realistic, can be practically accomplished, and will meet any reasonably anticipated emergency, including the possible incapacitation of individual crewmembers or their inability to reach the crewmember cabin because of shifting cargo or mission equipment. (ii) The Field element should describe in its aviation implementation plan, operations manual or procedures manual, or other ruling document, the functions of each category of required crewmembers. (5) Demonstration of Emergency Evacuation Procedures (i) Each Field element should show, by actual demonstration, that the emergency evacuation procedures for each type and model of aircraft that is used in law enforcement, security missions, or research and development operations, allow the evacuation of the VII-10 DOE G 440.2B-2A 10-17-08 full seating capacity, in 90 seconds or less, in each of the following circumstances: 1 A demonstration should be conducted by the Field element upon the initial introduction of a type and model of aircraft applicable to this section. However, the demonstration need not be repeated for any aircraft type or model that has the same number and type of exits, the same cabin configuration, and the same emergency equipment as any other aircraft used by the Field element in successfully demonstrating emergency evacuation in compliance with this paragraph. 2 A demonstration should be conducted:

A. Upon increasing by more than 5 percent the crewmember seating capacity for which successful demonstration has been conducted; or B. Upon a major change in the crewmember cabin interior configuration that will affect the emergency evacuation of crewmembers. 3 If a Field element has conducted a successful demonstration required by 14 CFR Part 121, Section 121.291(a) in the same type aircraft as a Part 121, or Part 125 certificate holder, it need not conduct a demonstration under this paragraph in that type aircraft. 4 When operating or proposing to operate one or more landplanes in extended over water operations, or otherwise required to have certain equipment under Chapter VIII of the Guide, should show, by a simulated ditching that it has the ability to efficiently carry out its ditching procedures. 5 If a Field element has conducted a successful demonstration required by 14 CFR Part 121, Section 121.291(b) in the same type aircraft as Part 121, or Part 125 certificate holder, it need not conduct a demonstration under this paragraph in that type aircraft. (d) Each training program should provide the initial, upgrade, recurrent, transition flight, and proficiency training, as applicable in the following maneuvers: (1) Airplanes (Manned and Unmanned Aircraft): (i) Takeoffs and landings (normal, crosswind, short and soft-field); DOE G 440.2B-2A VII-11 10-17-08 (ii) Rejected Take-offs; (iii) Go-around; (iv) Maneuvering during slow flight; (v) Stalls; (vi) Constant altitude turns; (vii) Simulated forced landings and other emergency operations; (viii) Flight by reference to instruments (For Unmanned aircraft by reference to control console or operating platform); (ix) Simulated engine-out procedures and performance; and (x) Mission profile and maneuvers (2) Rotorcraft-Helicopters (Manned and Unmanned Aircraft): (i) Normal takeoffs and landings to a hover and to the ground; (ii) Rejected Take-offs; (iii) Confined area operations; (iv) Maximum performance takeoffs; (v) Pinnacle operations; (vi) Slope operations; (vii) Quick stops; (viii) Running landings; (ix) Authoritative approaches from altitude (manned only); (x) Hovering autorotation (manned only); (xi) Forced landings; (xii) Settling with power (demonstration); (xiii) Loss of tail rotor effectiveness; (xiv) System failures, e.g., anti-ice, hydraulics, electrical, communications link, etc.; and VII-12 DOE G 440.2B-2A 10-17-08 (xv) Mission profile and maneuvers (3) Instrument flight (manned aircraft, if applicable, and unmanned aircraft, if operating within the National Airspace System above 18,000 MSL or under Instrument Meteorological Conditions): (i) Instrument cockpit check or unmanned aircraft control console; (ii) Intercepting/tracking VOR/NDB (manned aircraft only); (iii) Intercepting/tracking GPS; (iv) Steep turns; (v) Recovery from unusual attitudes; (vi) Basic attitude instrument flying; (vii) VOR approach (manned aircraft only); (viii) ILS Front course approach; (ix) ILS Back course approach; (x) Holding procedures; (xi) Missed approach procedures; (xii) Circling approach procedures; (xiii) Simulated engine-out; and (xiv) ATC Phraseology, reports, and other areas 7. Differences Training: The DOE/NNSA element should establish or ensure the differences training includes for each aircraft type (manned and unmanned aircraft): (a) A general description; (b) Performance characteristics; (c) Engines and propellers; (d) Major components;

(e) Major airplane systems (i.e., flight controls, electrical, hydraulic); other systems as appropriate; principles of normal, abnormal, and emergency operations; appropriate procedures and limitations; DOE G 440.2B-2A VII-13 10-17-08 (f) Procedures for: (1) Recognizing and avoiding severe weather situations; (2) Escaping from severe weather situations, in case of inadvertent encounters, including low-altitude wind shear; and (3) Operating in or near thunderstorms (including best penetrating altitudes), turbulent air (including clear air turbulence), icing, hail, and other potentially hazardous meteorological conditions. (g) Operating limitations; (h) Fuel consumption and cruise control; (i) Flight planning; (j) Each normal and emergency procedure; and (k) The approved airplane or rotorcraft flight manual. 8. Initial and Recurrent Training Maintenance Personnel (a) Maintenance Technician Initial Training Programs (1) Each person performing maintenance, inspection, preventive maintenance or alteration on a DOE-Federal aircraft, propeller, power plant, appliance, system or accessory shall be trained and qualified in the manufacturer’s or supplemental type certificate holder’s methods, techniques, and practices prescribed in the current manufacturer s maintenance manual or instructions for continued airworthiness, and the practices and techniques acceptable to the FAA. (2) The initial training should include, but is not limited to, the following: (i) The operation of the test equipment, special tools, or other equipment required to maintain or test an aircraft, propeller, power plant, appliance, system or accessory. (ii) The procedures and requirements for conducting any tests as described in the manufacturer’s or Supplemental Type Certificate holders methods, techniques, and practices prescribed in the current manufacturer’s maintenance manual, or instructions for continued airworthiness. VII-14 DOE G 440.2B-2A 10-17-08 (iii) Maintenance record keeping, recording of maintenance, including the organizations forms and information systems. (b) Recurrent and Proficiency Training: (1) Each organization should ensure that each maintenance technician receives recurrent training and is adequately trained and currently proficient for the type aircraft and inspection procedures that the maintenance technician is involved. (2) Each organization should ensure the recurrent training for maintenance technicians should include at least a quiz or other review to determine the maintenance technician’s knowledge of the aircraft and inspection procedures that the maintenance technician is involved. 9. Initial and Recurrent Training Qualified Non-crewmembers (Observers, Mission Scientist, Escorts, etc.) (a) Qualified Non-crewmember Training Program (1) General subjects: (i) The authority of the pilot-in-command; (ii) Personnel handling, including procedures to be followed in handling deranged persons or other persons whose conduct might jeopardize safety; (iii) in-flight duties and responsibilities; and (iv) DOE and the Field element’s policies, pertinent Federal regulations, and the organization s flight and safety procedures. (2) For each aircraft type: (i) A general description of the aircraft emphasizing physical characteristics that may have a bearing on ditching, evacuation, and in flight emergency procedures and on other related duties;

(ii) The use of both the intercommunication or public address system and the means of communicating with flight crewmembers, including emergency means in the case of attempted hijacking or other unusual situations; and (iii) Proper use of electrical equipment, mission equipment and the controls for cabin heat and ventilation. DOE G 440.2B-2A VII-15 10-17-08 (iv) Emergency training to include: emergency training for each aircraft type, model, and configuration, each crewmember, and each kind of operation conducted, as appropriate for each crewmember and the Field element’s mission. (v) Emergency training should provide the following: 1 Instruction in emergency assignments and procedures, including coordination among crewmembers. 2 Individual instruction in the location, function, and operation of emergency equipment including: A. Equipment used in ditching and evacuation; B. First aid equipment and its proper use; and C. Portable fire extinguishers, with emphasis on the type of extinguisher to be used on different classes of fires. (vi) Instruction in the handling of emergencies including: 1 Rapid decompression; 2 Fire in flight or on the surface and smoke control procedures with emphasis on electrical equipment and related circuit breakers found in cabin areas; 3 Ditching and evacuation; 4 Illness, injury, or other abnormal situations involving passengers, crewmembers or qualified non-crewmembers; 5 Hijacking and other unusual situations; and 6 Review of the organization’s or other DOE previous aircraft accidents and incidents involving actual emergencies. (vii) Each crewmember and qualified non-crewmember should perform at least the following emergency drills, using the proper emergency equipment and procedures, unless the organization finds that, for a particular drill, the crewmember or qualified non- crewmember can be adequately trained by demonstration: 1 Ditching, if applicable. VII-16 DOE G 440.2B-2A 10-17-08 2 Emergency evacuation. 3 Fire extinguishing and smoke control. 4 Operation and use of emergency exits, including deployment and use of evacuation chutes, if applicable. 5 Use of crew and passenger oxygen. 6 Removal of life rafts from the aircraft, inflation of the life rafts, use of life lines, and boarding of passengers and crew, if applicable. 7 Donning and inflation of life vests and the use of other individual flotation devices, if applicable. (b) Qualified non-crewmembers who serve in operations above 25,000 feet must receive instruction in the following: (1) Respiration. (2) Hypoxia. (3) Duration of consciousness without supplemental oxygen at altitude. (4) Gas expansion. (5) Gas bubble formation. (6) Physical phenomena and incidents of decompression. (c) Recurrent Training: Each organization should ensure that each qualified non- crewmember receives recurrent training and is adequately trained and currently proficient for the type aircraft and crewmember position involved. (1) Recurrent ground training for qualified non-crewmembers must include at least the following: (i) A quiz or other review to determine the crewmember’s knowledge of the aircraft and qualified non-crewmember position involved, and (ii) Emergency procedures. 10. Establishing Proficiency Events: The purpose of this paragraph is to establish guidelines to the Field element for establishing pilot, maintenance technician, and qualified non-crewmember proficiency events to meet the requirement in DOE O 440.2B. DOE recognizes that in many cases DOE’s diverse flying programs provide for limited

DOE G 440.2B-2A VII-17 10-17-08 monthly or annual flying hours for each crewmember or maintenance technician to maintain a satisfactory level of proficiency. Using information gathered from other Federal agencies, Department of Defense, NTSB accident causal factors, and the civil industry regarding crewmember and maintenance technician proficiency, it was determined a need exists, above that established in Title 14 CFR Parts 61, 91, 121 and 135, to establish proficiency events to enhance the safety and effectiveness of operations. (a) Flight Crewmembers (1) Each Field element should evaluate the types of flight operations necessary to perform the aircraft s mission profile, such as low altitude radiological survey, power line patrol, Night Vision Goggle operations, etc., to determine the types of events that the pilot executes to conduct the mission. Identify the key maneuvers involved and establish a baseline number to be completed within the preceding 30, 45, 90,180 days or annually to document the pilot’s proficiency. As an example, the Aviation Manager or Chief Pilot involved with power line patrols could: (i) Identify the maneuvers involved with a power line patrol in mountainous terrain, such as: 1 Hovering near an obstacle; 2 Approach to an out-of-ground hover; 3 Turns transition from up-wind to down-wind; 4 Steep approach; 5 Confined area take-off, normal; 6 High-altitude (above 5000 feet MSL) confined area take- off; 7 Slow flight (down-wind); and 8 Snow field operations. (ii) Then establish a baseline proficiency for each key maneuver within the previous 30, 45, 90, 180 days, or annually. (2) Recording Events (i) At the end of each flight, the pilot should enter the number of events completed for that day’s mission. This will ensure the pilot has a record of his/her proficiency. VII-18 DOE G 440.2B-2A 10-17-08 (ii) If the pilot fails to maintain proficiency then the Field element’s check pilot or chief pilot can conduct a training flight with the pilot to evaluate the pilot’s proficiency in the identified maneuvers and recommend the pilot for further training or release him/her for operations. (b) Maintenance Technicians (1) Each Field element should evaluate the types of maintenance activities performed by the organization (component overhaul, flight control rigging, weighing of aircraft, sheet metal repairs, etc.,) to determine the types of events that a maintenance technician should perform to stay proficient. It is not the expectation of DOE to have every single maintenance activity performed and identified (i.e., proper technique in using a torque wrench, removing screws, etc.,) the process is focused on the larger tasks such as disassembly of main gearbox, inspection of main gearbox, removal and installation of flight controls, etc. Once the major proficiency events are identified, establish a baseline number to be completed within a specified time such as six months, annually, or whatever time period the Field element determines. (c) Qualified Non-crewmembers (1) Each Field element should evaluate the types of activities under their control and performed by the organization to determine the types of events that a qualified non-crewmember should perform to stay proficient. It is not the expectation of DOE to have every single qualified non- crewmember activity performed and identified when the process is focused on the larger tasks such as those specific to the type of mission work performed. Once the major proficiency events are identified, establish a baseline number to be completed within a specified time such as six months, annually, or whatever time period the Field element determines

11. Discussion: Many of the suggested training elements in this Chapter are required when operating under a 14 CFR part 121 or 135 Air Carrier certificate, but each Field element should evaluate their mission and operating environment to determine if other training may be required. A properly trained workforce is essential to maintaining safe and effective operations. 12. Applicable Standards Title 14 CFR Part 61.56; 61.57; 61.58; 61.65; 61.67; 61.68; 61.127; and 61.157 Title 14 CFR Parts 43.3, 65.81 and 65.83 Title 14 CFR Part 135. 293 through 135.351 DOE G 440.2B-2A VII-19 10-17-08 Title 14 CFR Part 121.400 through 121.465 DOE O 360.1B, Federal Employee Training DOE P 426.1, Federal Technical Capability for Defense Nuclear Facilities DOE M 426.1-1, Federal Technical Capability Manual DOE O 440.2B, Aviation Management and Safety 13. Supplemental Guidance Chapter V, VI and VII, DOE O 440.2B-2A FAA Advisory Circular (AC) 120-46A Use of Airplane Flight Training Devices (In flight Training and Checking for Airman Qualification and Certification) FAA AC 120-45A Airplane Flight Training Device Qualification FAA Advisory Circular (AC) 120-51D Crew Resource Management Training FAA AC 120-61 Crewmember Training on In-flight Radiation Exposure FAA AC 120-62 Takeoff Safety Training Aid Announcement of Availability FAA AC 120-63 Helicopter Simulator Qualification FAA AC 120-6813 Pilot Records Improvement Act of 1996, as Amended FAA AC 120-50 Guidelines for Operational Approval of Wind shear Training Programs FAA AC 120-72 Maintenance Resource Management Training FAA AC 121-32 Dispatch Resource Management Training DOE G 440.2B-2A VIII-1 10-17-08 CHAPTER VIII. AIRCRAFT AND EQUIPMENT 1. Purpose: The purpose of this Chapter is to state the basic minimum certification requirements for manned and unmanned aircraft, engines, propellers, appliances and mission equipment so that program planning efforts, procedures, and evaluations support the effectiveness and safety of the aviation program. 2. Applicability: This Chapter is applicable to all DOE/NNSA elements overseeing, managing, or operating DOE-Federal aircraft or commercial aviation services and contains other airworthiness standards acceptable for Departmental aviation services. Other Government agency aircraft, including those of the Department of Defense (DoD) that are not under DOE operational control, are not required to meet these standards. 3. General Information: In accordance with 14 CFR part 21, Certification Procedures for Products and Parts, section 21.181(a) Duration, states, “(a) Unless sooner surrendered, suspended, revoked, or a termination date is otherwise established by the Administrator, airworthiness certificates are effective as follows: (1) Standard airworthiness certificates, special airworthiness certificates—primary category, and airworthiness certificates issued for restricted or limited category aircraft are effective as long as the maintenance, preventive maintenance, and alterations are performed in accordance with Parts 43 and 91 of this chapter and the aircraft are registered in the United States.” All current DOE owned aircraft have been issued “Standard” or “Special” airworthiness certificates therefore, it is the position of the DOE to maintain civil aircraft standards for DOE- Federal aircraft. In addition, on occasion DOE-Federal aircraft fly personnel for other than mission travel purposes; because of these operations, the aircraft must meet the civil airworthiness standards for certification of aircraft. This includes the aircraft’s engines and propellers, as well as the aircraft as a whole. A civil aircraft must have a current Certificate of Airworthiness (C of A) issued by the FAA to operate in the National Airspace System. DOE also conducts unmanned aircraft (UA) operations from small micro-unmanned aircraft to large unmanned aircraft. UA pose a challenge to meeting the same regulations as those of manned aircraft, nevertheless, the FAA has ruled that UA are aircraft and subject to FAA oversight and regulations. This Chapter is broken down into two separate areas manned and unmanned aircraft.

4. Definitions: (a) Aircraft –A device that is used or intended to be used for flight in the air [14 CFR part 1, Definitions]. (b) Tier I UAS- A powered unmanned aircraft with a gross weight above 12,500 pounds. (c) Tier II UAS- A powered unmanned aircraft; that has a gross weight above 500 pounds but not over 12,500 pounds. VIII-2 DOE G 440.2B-2A 10-17-08 (d) Tier III UAS- A powered unmanned aircraft that has a gross weight above 250 but no over 500 pounds with a less than $100,000 in acquisition costs. (e) Tier IV UAS. A powered unmanned aircraft that has a gross weight above 50 but not over 250 pounds with less than $100,000 in acquisition costs. (f) Tier V UAS- A powered unmanned aircraft that has a gross weight of .1 pound but under 50 pounds with less than $100,000 in acquisition costs. (g) Unmanned Aircraft (UA) – a device that is used or intended to be used for flight in the air that has no onboard pilot. This includes all classes of airplanes, helicopters, airships, and translational lift aircraft that have no onboard pilot. (h) Unmanned Aircraft System (UAS) - For the Department of Energy, a UAS is a powered unmanned aircraft, launching device (if any), ground and flight control systems; that is not used for sport or hobby, but for commercial or public purposes to conduct aerial research, aerial photography, aerial survey, or research and development of platforms, sensors, cameras, or other such devices that are operated in the National Airspace System or within DOE or NNSA Restricted Airspace. 5. Registration and Certificate of Airworthiness [14 CFR part 47]. All DOE manned aircraft must meet the following requirements: (a) The aircraft must have an effective U.S. registration certificate on board during all operations as required by 14 CFR Chapter 1, Section 91.203. (b) An appropriate and current airworthiness certificate must be displayed in accordance with 14 CFR Chapter 1, Section 91.203(c). Note: The C of A is effective as long as the maintenance, preventative maintenance, and alterations are performed in accordance with 14 CFR Chapter 1, Parts 21, 43, and 91, as appropriate, and the aircraft is registered in the United States. (c) The aircraft must have been inspected in accordance with 14 CFR part 91.409 within the preceding 12-calendar months. (1) If a Field element plans to use a progressive inspection program, it must submit a written request to the FAA. The request must be sent to the Flight Standards District Office (FSDO) having jurisdiction over the area in which the applicant is located and the applicant must be able to meet the requirements identified in 14 CFR part 91.409(d). (2) Large airplanes, turbojet multiengine airplanes, turbo propeller-powered multiengine airplanes, and turbine-powered rotorcraft must have a program approved that meets the requirements of 14 CFR part §91.409(e). DOE G 440.2B-2A VIII-3 10-17-08 (3) All maintenance and required inspections must have been completed by a person authorized under 14 CFR part §43.3 and §43.7. Additionally, the maintenance and inspections performed must be recorded in accordance with 14 CFR part §43.9 and §43.11. 14 CFR Part 43 prescribes the rules governing the maintenance, preventative maintenance, rebuilding, and alteration of civil U.S. registered aircraft. (d) Any alterations to the aircraft must have been accomplished and returned to service by an appropriately certified and authorized person under 14 CFR part 43 or under the provisions of parts 135 or 121.

6. Type Certification Manned Aircraft (a) An application for a type certificate is made on a form and in a manner prescribed by the FAA Administrator and is submitted to the appropriate Aircraft Certification Office (ACO). The application for an aircraft type certificate must be accompanied by a three-view drawing of that aircraft and available preliminary basic data. An application for an aircraft engine type certificate must be accompanied by a description of the engine design features, the engine operating characteristics, and the proposed engine operating limitations. [14 CFR part 21.15] (b) Prior to airworthiness certification, the type design must be certificated by the FAA. Section 603(c) of the Federal Aviation Act of 1958 makes a type certificate a prerequisite for issuance of airworthiness certificates. Each Field element who wishes to determine the eligibility of an aircraft that has not been issued C of A must contact the responsible geographic Aircraft Certification Office (ACO) for assistance in seeking either: (1) Design approval for aircraft that have been type certificated in the past; or (2) type certification approval of aircraft that have been operated in the past under public aircraft status without a type certificate. (c) Aircraft Previously Type Certificated, if a DOE-Federal aircraft was originally built to an FAA type certificate, the Aircraft Certification Office will review the type certificate data and make a comparison with the aircraft’s current design and condition. The applicant should provide the FAA Aircraft Certification Office with the technical information to assist in the following: (1) A review of type design for any engineering changes or modifications; (2) A review of replacement parts and technical data on the replacement parts; (3) A review of applicable Airworthiness Directives (AD); (4) A review of previous operating regimes; and VIII-4 DOE G 440.2B-2A 10-17-08 (5) If needed, application of later regulatory amendments or special conditions for any changes found necessary to establish current airworthiness standards for safe design. (d) The DOE Field element or applicant must provide the FAA accurate records of any changes from the approved type design that are necessary to establish the current design. The applicant should update all maintenance manuals as necessary. If there has been a substantial change in the type design, e.g., in the configuration, power, power limitations, speed limitations, or weight that have proven so extensive that a substantially complete investigation of compliance with the applicable regulations is required, DOE/NNSA will be required to apply for a new type certificate. 7. DOE-Federal Helicopters (Manned) Minimum Equipment: Aviation accident reports and improvements in helicopter safety equipment have led to the realization that enhanced safety equipment should be installed on DOE-Federal helicopters. DOE- Federal helicopters may be used for operations that involve a significant degree of risk. These operations make it imperative that precautions be taken to preserve the health of employees, the public, and to prevent damage to property. The following equipment, if available and certified for the model in use, should be installed on DOE-Federal helicopters: (a) A wire strike protection system (for new purchases and leased aircraft); (b) A crash resistant fuel system (for new purchases and leased aircraft);

(c) Shoulder restraints for each seat (for new purchases and leased aircraft); (d) A cockpit voice recorder (if required by 14 CFR Part 135.151); (e) A digital flight data recorder (if required by 14 CFR Part 135.152); (f) Energy attenuating seats (new purchases); and (g) At least one radar altimeter with aural and/or visual warning systems available to both pilots, if two pilots are used, and the helicopters are used for IFR, Night VFR, or Night Vision Goggle operations. This equipment is not suggested or expected to be installed in helicopters engaged in Day VFR operations only. 8. DOE-Federal Aircraft (Manned) (a) Equipment Requirements, General: Except as provided in 14 CFR part 91.205, paragraphs (c)(3) and (e), no DOE owned or CAS vendor may operate or hire a powered manned aircraft with a standard category U.S. airworthiness certificate for day or night VFR, IFR, Flight at and above 24,000 feet MSL (FL 240), or Category II operations unless that aircraft contains the instruments and equipment specified in these paragraphs (or FAA-approved equivalents) for that type of DOE G 440.2B-2A VIII-5 10-17-08 operation, and those instruments and items of equipment are in operable condition. The Field element should ensure aircraft operated or hired by the organization are equipped to meet: (1) 14 CFR part 91.205 (2) The equipment required by Part 91.205, paragraph (d) if operating under Instrument Flight rules or Night Vision Goggle operations; and (3) For turbine-powered aircraft, any other equipment as the Field element may require. (4) Emergency Locators that meet 14 CFR part 91.207. (5) Aircraft Lights required by 14 CFR part 91.209 (6) Supplemental Oxygen as required by 14 CFR part 91.211. (7) ATC transponders as required by 14 CFR part 91.215. (8) Data correspondence between automatically reported pressure altitude data and the pilot's altitude reference as required by 14 CFR part 91.217. (9) Altitude alerting system or device for turbojet-powered airplanes as required by 14 CFR part 91.219. (10) Any DOE or CAS vendor aircraft operating in any airspace within the Continental United States that has a traffic alert and collision avoidance system installed, that system must be FAA approved, on and operating during flight [14 CFR part 91.221] (11) A DOE owned or CAS turbine powered aircraft [14 CFR part 91.223] that has six or more passenger seats, excluding any pilot seat, must have an [FAA] approved terrain awareness and warning system that as a minimum meets the requirements for Class B equipment in Technical Standard Order (TSO)–C151, unless the aircraft is engaged in firefighting or aerial application operations. In addition, the Airplane Flight Manual shall contain appropriate procedures for: (i) The use of the terrain awareness and warning system; and (ii) Proper flight crew reaction in response to the terrain awareness and warning system audio and visual warnings. (12) At least one electric landing light that must be operational for night or over-the-top flight operations. VIII-6 DOE G 440.2B-2A 10-17-08 (13) Aural speed warning device, that is operational, for all transport category airplanes that complies with 14 CFR part 25.1303(c) (1). (14) Materials for the interior compartments of aircraft in excess of 12,500 pounds must meet the requirements of 14 CFR part 91.613. (b) Small Aircraft, Crewmember Interphone Systems

(1) The Field element should ensure that no person operates an aircraft having a crewmember-seating configuration, excluding any pilot seat, of less than nine unless it is equipped with: (i) Operational crewmember intercommunication system including handsets, headsets, microphones, and selector switches; and (ii) Is approved in accordance with Title 14 CFR Chapter 1, Section 21.305. (2) The Field element should provide a means of two-way communication between the pilot compartment and: (i) Each crewmember or qualified non-crewmember; and (ii) Each station located on other than the main crewmember deck level. (c) Large Aircraft, Public Address and Crewmember Interphone Systems (1) The Field element should ensure that no person operates an aircraft having a crewmember-seating configuration, excluding any pilot seat, of more than 19 unless it is equipped with: (i) A public address system which meets14 CFR 121.318. (ii) For transport category airplanes manufactured on or after November 27, 1990, meet the requirements of Title 14 CFR Chapter 1, Part 25, §25.1423. (2) A crewmember interphone system which meets14 CFR 121.319 (i) For Large Turbojet-powered Airplanes: 1 Is accessible for use at enough flight attendant or crewmember stations so that all floor-level emergency exits (or entryway to those exits in the case of exits located within galleys) in each crewmember compartment are observable from one or more of those stations so equipped; DOE G 440.2B-2A VIII-7 10-17-08 2 Has an alerting system incorporating aural or visual signals for use by flight crewmembers to alert flight attendants and for use by flight attendants to alert flight crewmembers; 3 For the alerting system required by paragraph (c)(2) of this section, has a means for the recipient of a call to determine whether it is a normal call or an emergency call; and 4 When the airplane is on the ground, provides a means of two- way communication between ground personnel and either of at least two flight crewmembers in the pilot compartment. The interphone system station for use by ground personnel must be so located that personnel using the system may not avoid visible detection from within the airplane. (d) DOE owned Aircraft (manned) (1) The pilot in command of a DOE owned aircraft shall ensure that the following flying equipment and aeronautical charts and data, in current and appropriate form, are accessible for each flight at the pilot station of the aircraft: (i) A flashlight having at least two size “D” cells, or the equivalent, that is in good working order, if conducting night or IFR operations. (ii) A cockpit checklist containing the procedures required by paragraph (2) of this section. (iii) Pertinent aeronautical charts, helicopters are not required to meet this recommendation when working day VFR within their normal areas of operation. (iv) For IFR, VFR over-the-top, or night operations, each pertinent navigational en route, terminal area, and approach and letdown chart. (v) In the case of multiengine airplanes, one-engine inoperative climb performance data. (2) Each cockpit checklist must contain the following procedures and shall be used by the flight crewmembers: (i) Before starting engines. (ii) Before takeoff. VIII-8 DOE G 440.2B-2A 10-17-08 (iii) Cruise. (iv) Before landing. (v) After landing. (vi) Stopping engines. (vii) Emergencies. (3) Each emergency cockpit checklist procedure required by paragraph (2) (vii) of this section must contain the following procedures, as appropriate:

(i) Emergency operation of fuel, hydraulic, electrical, and mechanical systems. (ii) Emergency operation of instruments and controls. (iii) Engine inoperative procedures. (iv) Any other procedures necessary for safety. (4) The equipment, charts, and data prescribed in this section shall be used by the pilot in command and other members of the flight crew, when pertinent. (e) Flight Navigator and Long-range Navigation Equipment [14 CFR 125.267] (1) No Field element should allow anyone to operate an aircraft outside the 48 conterminous States and the District of Columbia when its position cannot be reliably fixed for a period of more than one hour, without: (i) A flight crewmember who holds a current flight navigator certificate; or (ii) Two independent, properly functioning, and approved long-range means of navigation which enable a reliable determination to be made of the position of the aircraft by each pilot seated at that person’s duty station. (iii) Operations where a flight navigator or long-range navigation equipment, or both, are specified by the FAA in the operations specifications issued to an operator. (f) DOE-owned aircraft operated under a contractor’s air carrier certificate. (1) The aircraft must conform to the operator’s 14 CFR part 121 or 135 requirements. DOE G 440.2B-2A VIII-9 10-17-08 (2) The aircraft must have the required equipment installed required by 14 CFR part 121 Subparts I, J, K, AA, and part 135 Subpart C. (g) Aviation Life Support Equipment [14 CFR 125.209] (1) Each Field element should require the carriage of all or any specific items of the equipment listed below for any over water operation: (i) A life preserver equipped with an approved survivor locator light, for each occupant of the airplane. (ii) Enough life rafts (each equipped with an approved survivor locator light) of a rated capacity and buoyancy to accommodate the occupants of the airplane. Unless excess rafts of enough capacity are provided, the buoyancy and seating capacity beyond the rated capacity of the rafts must accommodate all occupants of the airplane in the event of a loss of one raft of the largest rated capacity. (iii) At least one pyrotechnic signaling device for each life raft. (iv) An FAA approved survival type emergency locator transmitter. Batteries used in this transmitter must be replaced (or recharged, if the battery is rechargeable) when the transmitter has been in use for more than one cumulative hour, or when 50 percent of their useful life (or for rechargeable batteries, 50 percent of their useful life of charge) has expired, as established by the transmitter manufacturer under its approval. The new expiration date for replacing (or recharging) the battery must be legibly marked on the outside of the transmitter. The battery useful life (or useful life of charge) requirements of this paragraph do not apply to batteries (such as water- activated batteries) that are essentially unaffected during probable storage intervals. (v) The required life rafts, life preservers, and survival type emergency locator transmitter must be easily accessible in the event of a ditching without appreciable time for preparatory procedures. This equipment must be installed in conspicuously marked, approved locations. (vi) A survival kit, appropriately equipped for the route to be flown, must be attached to each required life raft. (2) Field element should, require the carriage of all or any specific items of the equipment listed below for winter operation, if applicable:

(i) Survival tent; VIII-10 DOE G 440.2B-2A 10-17-08 (ii) Sleeping bag for each occupant; (iii) Enough rations to survive for a 48-hour period; (iv) Matches in a waterproof container; (v) Saw; (vi) Flare gun or flares; (vi) An FAA approved survival type emergency locator transmitter; and (vii) One pair of snow shoes, if required. 9. DOE-owned unmanned Aircraft or CAS unmanned aircraft (a) Registration and Certificate of Airworthiness [14 CFR parts 47 and 91]. All DOE-owned unmanned aircraft must: (1) Must be registered in accordance with 14 CFR part 47.3, Aircraft Registration, however the Registration may be accessible to the pilot and/or displayed in the ground control station and not on the aircraft. (b) It is recommended that DOE UAs: (1) Tier III, IV, and V unmanned aircraft should have a statement of airworthiness, including a statement the aircraft is safe for its intended operation, or have a current special airworthiness certificate in the experimental category. (2) Tier I and II unmanned aircraft should hold an appropriate and current airworthiness certificate. Each U.S. airworthiness certificate used to comply with this subparagraph (except a special flight permit, a copy of the applicable operations specifications issued under 14 CFR part 21.197(c) or an authorization under §91.611) must have on it the registration number assigned to the aircraft under 14 CFR part 47. However, the airworthiness certificate need not have on it an assigned special identification number before 10 days after that number is first affixed to the aircraft. A revised airworthiness certificate having on it an assigned special identification number that has been affixed to an aircraft may only be obtained upon application to an FAA Flight Standards district office. The Certificate of Airworthiness must be displayed in accordance with 14 CFR Chapter 1, Section 91.203(b). Note: The C of A is effective as long as the maintenance, preventative maintenance, and alterations are performed in accordance with 14 CFR Chapter 1, Parts 21, 43, and 91, as appropriate, and the aircraft is registered in the United States. DOE G 440.2B-2A VIII-11 10-17-08 (4) Unmanned aircraft should be inspected in accordance with the manufacturer’s program and 14 CFR part 91.409 (a) (1) and (2) within the preceding 12-calendar months. (5) Tier III, IV, and V unmanned aircraft, all maintenance and required inspections should have been completed by a person trained by the manufacturer. Additionally, the maintenance and inspections performed must be recorded in accordance with 14 CFR part 43.9 (a) (1) – (3) and 43.11 (6) Tier I and II unmanned aircraft, all maintenance and required inspections should be completed by a person authorized under 14 CFR part 43.3 and 43.7. Additionally, the maintenance and inspections performed must be recorded in accordance with 14 CFR part 43.9 and 43.11. 14 CFR Part 43 prescribes the rules governing the maintenance, preventative maintenance, rebuilding, and alteration of civil U.S. registered aircraft. (7) Tier III, IV and V unmanned aircraft that have been altered from the original design, the alterations should be recorded and returned to service by a person knowledgeable or factory trained. In addition, the person must demonstrate through actual flight test that the alteration does not affect the air operability or safety of the intended operation.

(8) Tier I and II unmanned aircraft that have any alterations to the aircraft should have been accomplished and returned to service by an appropriately certified and authorized person under 14 CFR part 43. (b) Type Certification Unmanned Aircraft (1) An application for a type certificate is made on a form and in a manner prescribed by the FAA Administrator and is submitted to the appropriate Aircraft Certification Office (ACO). The application for an aircraft type certificate must be accompanied by a three-view drawing of that aircraft and available preliminary basic data. An application for an aircraft engine type certificate must be accompanied by a description of the engine design features, the engine operating characteristics, and the proposed engine operating limitations. [14 CFR part 21.15] (2) A Field element owning or operating a Tier I or II unmanned aircraft for “public aircraft operations” must document that the aircraft, aircraft engine, or propeller concerned meets: (i) The applicable parts of Department of Defense Handbook, MIL- HDBK-516B, Airworthiness Certification Criteria; or (ii) For special classes of aircraft (Tier I and II UA), including the engines and propellers installed thereon, for which airworthiness VIII-12 DOE G 440.2B-2A 10-17-08 standards have not been issued under Title 14 CFR Chapter 1, Subchapter C, the applicable requirements will be the portions of those other airworthiness requirements contained in Parts 23, 25, 27, 29, 31, 33, and 35 found by the DOE or FAA Administrator to be appropriate for the aircraft and applicable to a specific type design, or such airworthiness criteria as the DOE or FAA Administrator may find provide an equivalent level of safety to those parts. (3) A Field element owning or operating a Tier III, IV or V unmanned aircraft for “public aircraft operations, a statement issued by the manufacturer or qualified DOE official that the aircraft is safe for its intended operation is adequate. The limitation placed on these aircraft is operation under day Visual Flight Rules [14 CFR Part 91] under 1000 feet above ground level in Class G Airspace or Restricted Airspace managed by DOE . (4) A Field element owning or operating an unmanned aircraft for “civil aircraft operations” must comply with the applicable regulations in 14 CFR Chapter 1 and cannot be operated under a Certificate of Authorization. (c) Identification and Registration Markings: (1) Tier I and II unmanned aircraft must comply with Title 14 CFR part 45. (2) Tier III, IV and V unmanned aircraft should seek a waiver from compliance with Title 14 CFR part 45. (d) Unmanned Aircraft Ground Control Stations (GCS). A GCS may be a laptop computer or a trailer where the control station is mounted that can seat up to three personnel. The essential requirements are that the GCS be evaluated with the UA as a total system in accordance with FAA standards such as RTCA Document 178B, 248B, or 278 or Department of Defense Handbook, MIL-HDBK-516B, Airworthiness Certification Criteria. (1) Personnel performing maintenance, preventative maintenance, software updates, or alterations to GCS must be qualified or trained by the manufacturer. 10. Applicable Standards: Title 14 CFR Chapter 1, Subchapters C, D, E, F, and G DOE O 440.2B, Aviation Management and Safety DoD-HBK-516B, Airworthiness Certification Criteria FAA Order 8130.34, Airworthiness Certification of Unmanned Aircraft Systems

DOE G 440.2B-2A VIII-13 10-17-08 FAA Interim Operational Approval Guidance 08-01, Unmanned Aircraft Systems Operations in the U. S. National Airspace System RTCA DO-178B, DO- 248B, and DO-278 Helicopter Association Aviation Safety Manual Airman’s Information Manual 11. Supplemental Guidance FAA Advisory Circular (AC) 00-1.1 Government Aircraft Operations FAA AC 20-62D Eligibility, Quality, and Identification of Aeronautical Replacement Parts FAA AC 20-96 Surplus Military Aircraft FAA AC 20-132 Public Aircraft FAA AC 20-142 Eligibility and Evaluation of U.S. Military Surplus Flight Safety Critical Aircraft Parts, Engines, and Propellers FAA AC 21-13 Standard Airworthiness Certification of Surplus Military Aircraft and Aircraft Built from Spare and Surplus Parts FAA AC 21-23A Airworthiness Certification of Civil Aircraft, Engines, Propellers, and Related Products Imported to the United States FAA AC 21-29B Detecting and Reporting Suspected Unapproved Parts FAA AC 21-40 Application Guide for Obtaining a Supplemental Type Certificate DOE G 440.2B-2A IX-1 10-17-08 CHAPTER IX. AIRCRAFT OPERATIONS 1. Purpose: The purpose of the Chapter is to standardize flight operations so that planning efforts, procedures, and evaluations support strict internal controls, safety, cost effective operations, compliance with laws, regulations, policies, and other requirements. 2. Applicability: This Chapter contains operational procedures and systems acceptable for Departmental aviation services (manned or unmanned) and Federal or other government agency aircraft, including those of the Department of Defense (DoD), that are operated to or from DOE owned or managed property under local agreement. The operation of other Government agency aircraft, including those of the DoD that are not in service or under DOE operational control or operating to or from DOE owned or managed property, is the responsibility of the respective agency. 3. General Information: The use of aircraft other than scheduled U.S. Flag Air Carriers or other Federal agency aircraft to include DoD is subject to the policies, rules, orders, and management controls of the Department. DOE owned aircraft (Federal aircraft) or Commercial Aviation Service providers (leased, chartered, contracted, or rented aircraft) solely for the use of the Department is designated a government aircraft. Government aircraft are subject to Departmental requirements. 4. Approval Requirements for Government Aircraft (a) Field elements operating Government aircraft should show a clear line of accountability and delegation of authority from the program or cognizant secretarial office to the person with authority to manage and oversee the aviation program and approve the use of or dispatch or release an aircraft for flight. (1) The authority to approve a Government aircraft flight for mission requirements should be delegated, but not limited to the following: (i) DOE Field element or program managers using aircraft in support of their respective programs; (ii) Aviation managers, so designated by position description; (iii) Designated flight dispatchers or schedulers; and/or (iv) Pilot-in-Command (PIC) of the respective aircraft. (2) The authority to approve a Government aircraft flight for other official travel, when no Senior Federal traveler or Non-Federal travelers are on- board, is the responsibility of the: (i) Aviation Manager; (ii) Program Officer; and/or IX-2 DOE G 440.2B-2A 10-17-08

(iii) Travel Approving Official. (3) The authority to approve the Traveler onboard a Government aircraft flight for official travel, including mission travel, involving Senior Federal travelers and Non-Federal travelers, is the responsibility of the: (i) Travel approving official; and (ii) Office of General Counsel, DOE. (4) The authority to approve the Traveler onboard a Government aircraft flight for official travel, other than Senior Federal Travelers or Non- Federal travels, is the responsibility of the: (i) Travel approving official. (5) The authority to approve the Traveler for “required use travel” is the responsibility of the: (i) Use of government aircraft for required use travel must be approved in advance and in writing. (ii) A Federal officer or employee must obtain written approval for all required use travel on a trip-by-trip basis from the DOE's General Counsel, unless: 1 In the case of an officer or employee who is not an agency head, the agency head has determined that all travel by the officer or employee or travel in specified categories qualifies as required use travel, or 2 In the case of an agency head, the President has determined that all travel, or travel in specified categories, by the agency head qualifies as required use travel. 3 Any determination by an agency head that travel by an officer or employee of DOE qualifies as required use travel must be in writing and set forth the basis for that determination. In special emergencies, an after-the-fact written certification by an agency is permitted. 5. Mission Authorization: Some DOE missions require routine operations outside the provisions of Title 14 CFR Chapter 1 (e.g., aerial gunnery operations; unmanned aircraft operations, research and development). The Field element or program manager or their designee may grant initial authorization for such routine operations. In addition, concurrence of the Director, Office of Security Policy, should be obtained for initial approval of aircraft used in aviation missions involving Protective Forces (e.g., security DOE G 440.2B-2A IX-3 10-17-08 helicopters). After initial authorization for these operations is granted by the appropriate authority, no further authorization is required for conducting such operations, unless the area of operations change or other circumstances require additional risk management protocols to be exercised by management. Each mission, even routine, should have a designated approval authority, established in policy or in writing, from the responsible DOE Field element manager. 6. DOE Pre-flight Actions and Operating Information Required (a) The Field element operating a DOE-Federal aircraft should provide the following materials, in current and appropriate form, accessible to the pilot at the pilot station, and the pilot should use them: (1) A cockpit checklist; (2) An emergency cockpit checklist containing the procedures required by paragraph (c) of this section, as appropriate; (3) Pertinent aeronautical charts; (4) Current hazard assessment map, if applicable; (5) Pertinent sections of the Field element’s Operations Manual or an Aviation Safety Document applicable to the mission; (6) For IFR operations, each pertinent navigational enroute, terminal area, and approach and letdown chart; and

(7) One-engine-inoperative climb performance data and, if the aircraft is approved for use in IFR or over-the-top operations, that data must be sufficient to enable the pilot to determine that the aircraft is capable of carrying crewmembers over-the-top or in IFR conditions at a weight that will allow it to climb, with the critical engine inoperative, at least 50 feet a minute when operating at the MEA’s of the route to be flown or 5,000 feet MSL, whichever is higher. (b) Each cockpit checklist required by paragraph C.3 (a) (1) of this section should contain the following procedures: (1) Before starting engines; (2) Before take-off (to include any mission equipment); (3) Climb; (4) Cruise; IX-4 DOE G 440.2B-2A 10-17-08 (5) Descent; (6) Before landing (to include any mission equipment); (7) After landing; and (8) Stopping engines (to include any mission equipment). (c) Each emergency cockpit checklist required by paragraph C3(a)(2) of this section that must contain the following procedures, as appropriate: (1) Emergency operation of fuel, hydraulic, electrical, and mechanical systems; (2) Emergency operation of instruments and controls; (3) Engine inoperative procedures; (4) Any other emergency procedures necessary for safety; and (5) Failure of mission equipment during flight and emergency operation of any controls. (d) The Field element should have policies that limit the pilot from taking off an aircraft that has frost, ice, or snow adhering to any rotor, propeller, windshield, wing stabilizing or control surface, to a power plant installation, or to an airspeed, altimeter, rate of climb, or flight attitude instrument system, except under the following conditions: (1) Takeoffs may be made with frost adhering to the wings, rotors, stabilizing or control surfaces, if the frost has been polished to make it smooth; and (2) Takeoffs may be made with frost under the wing in the area of the fuel tanks if authorized by the FAA. (Section 121.629(c) 135.227 of Title 14 CFR Chapter 1) (e) The Field element may not authorize an aircraft to takeoff and no pilot may takeoff an aircraft any time conditions are such that frost, ice, or snow may reasonably be expected to adhere to the aircraft unless the pilot has completed the training required in Chapter VII paragraph 5. (c) 3 D and unless one of the following requirements is met: (1) A pre-takeoff contamination check, that has been established by the Field element and approved by the FAA for the specific aircraft type, has been completed within 5 minutes prior to beginning takeoff. A pre-takeoff contamination check is a check to make sure the wings and control surfaces are free of frost, ice, or snow. DOE G 440.2B-2A IX-5 10-17-08 (2) The Field element has an FAA approved alternative procedure and under that procedure, the aircraft is determined to be free of frost, ice, or snow. (3) The Field element has an FAA approved deicing/anti-icing program that complies with Section 121.629(c) or 135.227 of Title 14 CFR Chapter 1 and the takeoff procedures comply with that program. (f) Except for an aircraft that has ice protection provisions that meet 14 CFR part 25 or item 34 Appendix A of Part 135 or rotorcraft or transport category aircraft type certification, no pilot should fly: (1) Under IFR into known or forecast light or moderate icing conditions; or

(2) Under VFR into forecast light or moderate icing conditions, unless the aircraft has functioning deicing or anti-icing equipment protecting each propeller, rotor, power plant, windshield, wing, stabilizing or control surface, and each airspeed, altimeter, rate of climb, or flight attitude instrument system. (g) If current weather reports and briefing information, relied upon by the pilot-in- command, indicate that the forecast icing condition that would otherwise prohibit the flight will not be encountered during the flight because of changed weather conditions since the forecast, the restrictions in paragraph (f) of this section based on forecast conditions do not apply. (h) The Field element should establish a policy that before each takeoff, each pilot- in-command of an aircraft carrying passengers should ensure that all personnel have been orally briefed on: (1) Smoking. Each person should be briefed on when, where, and under what conditions smoking is prohibited. This briefing should include a statement that the Federal Aviation Regulations require crewmember compliance with the lighted passenger/crewmember information signs, posted placards, areas designated for safety purposes as no smoking areas, and passenger/crewmember instructions with regard to these items; (2) The use of safety belts, including instructions on how to fasten and unfasten the safety belts. Each person should be briefed on when, where, and under what conditions the safety belt must be fastened about him or her. This briefing should include a statement that the Federal Aviation Regulations require passenger/crewmember compliance with lighted passenger crewmember information signs and passenger/crewmember instructions concerning the use of safety belts; (3) The placement of seat backs in an upright position before takeoff and landing; IX-6 DOE G 440.2B-2A 10-17-08 (4) Location and means for opening the entry door and emergency exits; (5) Location of survival equipment; (6) If the flight involves extended over-water operation, ditching procedures and the use of required flotation equipment; (7) If the flight involves operations above 12,000 feet MSL, the normal and emergency use of oxygen; (8) Location and operation of fire extinguisher(s); use and operation of mission equipment; (9) Mission objectives; and (10) Any known hazards. (i) Before each takeoff, the pilot-in-command should ensure that each person who may need the assistance of another person to move expeditiously to an exit if an emergency occurs and that person’s attendant, if any, has received a briefing as to the procedures to be followed if an evacuation occurs. (j) Paragraphs (h) and (i) do not apply to a person who has been given a briefing before a previous leg of a flight in the same aircraft. (k) The oral briefing required by paragraph (h) should be given by the pilot-in- command or a member of the flight crew. It should be supplemented by printed cards for the use of each passenger/crewmember containing: (1) A diagram and method of operating the emergency exits; and (2) Other instructions necessary for the use of emergency equipment on board the aircraft. (l) Each card used under this paragraph should be carried in the aircraft in locations convenient for the use of each passenger/crewmember and must contain information that is appropriate to the aircraft on which it is to be used. The Field element should describe in its AIP, operations manual or policy document the procedure to be followed in the briefing required by paragraph (h) of this section.

(m) If the aircraft does not proceed directly over water after takeoff, no part of the briefing required by paragraph (h)(6) of this section has to be given before takeoff but the briefing required by paragraph (h) (6) should be given before reaching the over water part of the flight. (n) The briefing required by paragraph (h)(l) through (8) of this section should be part of the initial and recurrent training program for crewmembers and qualified DOE G 440.2B-2A IX-7 10-17-08 non-crewmembers and is not required before each flight, if the pilot-in-command ensures the crewmember or qualified non-crewmember understand their responsibilities. However, the briefing elements (h)(9) and (10) must be briefed prior to flight by the pilot-in-command. (o) The Field element must develop a method or process for disseminating the briefing information required by National Transportation Safety Board (NTSB) document Federal Plan for Aviation Accidents Involving Aircraft Operated by or Chartered by Federal Agencies, Appendix F (NTSB/SPC-99-04), to all personnel who are onboard a DOE government aircraft. (p) The Field element should ensure policies and processes are established to address the recording of maintenance discrepancies found during pre-flight and how the pilot-in-command determines if maintenance discrepancies from the previous flight, if any, are corrected prior to departure. (q) The Field element should ensure policies and processes are established to address security as recommended in Chapter XXVI of this guide. 7. DOE Pre-flight Actions Flight Plans (a) An FAA flight plan appropriate to the conditions of flight (Instrument Flight Rules (IFR), Visual Flight Rules (VFR)) should be filed with a responsible party for each flight of a DOE-Federal aircraft or in accordance with the Field element’s flight locating or flight following procedures, unless required by 14 CFR Chapter 1, parts 91, 121 or 135 or the contractor’s FAA issued Operations Specifications. (b) A pilot departing a location without communications facilities may file a flight plan as soon as practical after he/she becomes airborne. (c) A pilot remaining within 25 statute miles of the point of departure need not file a flight plan if he/she notifies air traffic controllers or an appropriate responsible DOE official of his/her location, estimated flight time, and intent. (d) A manifest with the name(s) of all crewmembers and any personnel on-board should be given to the DOE representative or left with the contractor’s organization. The manifest will consist of the full name of each person for each leg of the flight, a person to be contacted in the event of an emergency (who is not aboard the flight), and a telephone number for the emergency contact. An alternate method to the emergency contact information on the manifest would be where the local Human Resource departments maintain current contact information, and then the emergency contact information is not required. 8. DOE Pre-flight Actions Flight Locating Information IX-8 DOE G 440.2B-2A 10-17-08 (a) A Field element should establish a process or procedure when VFR flight plans are not practical. The Field element s flight locating processes or procedures should ensure: (1) A planned route of flight is filed; (2) The Estimated Time Enroute (ETE); (3) Estimated Time of Arrival (ETA); (4) Number and identity of individuals on board the aircraft;

(5) Person to be contacted in the event of an emergency (who is not aboard the flight) see paragraph 7(d); (6) Telephone number for the emergency contact see paragraph 7(d) (7) At least the information required to be included in a VFR flight plan; (8) For timely notification of an FAA facility or search and rescue facility, if an aircraft is overdue or missing; and (9) The location, date, and estimated time for reestablishing radio or telephone communications, if the flight will operate in an area where communications cannot be maintained. (b) Flight locating information shall be retained at the Field elements principal operations base, or at other places designated by the Field element in the flight locating or flight following procedures, until the completion of the flight. (c) Each Field element should furnish the representative of the FAA, if applicable, with a copy of its flight locating procedures and any changes or additions, unless those procedures are included in a manual required by the FAA. (d) The flight crew should update the ETA if they expect to arrive more than 30 minutes after the planned ETA. (e) The flight crew of a security helicopter operating within the boundary of a site should update their ETA if they expect to arrive more than 15 minutes after their planned ETA. (f) The flight crew should notify the responsible personnel when the aircraft has landed. If the flight crew has not made notification of their landing within the appropriate amount of time following the planned ETA, the responsible personnel should initiate a search for the aircraft. (g) Initiating Search and Rescue: A Field element should establish processes or procedures for initiating search and rescue for aircraft that are overdue or missing. DOE G 440.2B-2A IX-9 10-17-08 Processes or procedures should ensure essential personnel are notified, including the FAA, and that a record is kept of the steps taken and time of each event during the search and rescue. 9. DOE Pre-flight Actions Weight and Balance: DOE/NNSA elements should ensure that a Flight crewmember or Flight Dispatcher perform weight and balance calculations to ensure that aircraft are within manufacturer’s and FAA- or military-established weight and balance limitations for each operation, flight, or mission profile for which the aircraft are to be operated. Where mission profiles remain constant (e.g., emergency medical evacuation, aerial patrols, etc.) then a single mission weight and balance may be kept for that mission profile. 10. DOE Pre-flight Actions Airport Requirements (a) The Field element should ensure policies establish that Flight crewmembers should not use any landing site or airport unless it is adequate for the proposed operation, considering such items as size, aircraft weight and performance, surface, altitude, density altitude, obstructions, and lighting. (b) An effective takeoff plan shall be developed which allows a considered sequence of actions to be implemented without delay if an emergency arises. Performance charts can be used to compute aircraft response resulting from various types of engine failures, environmental conditions, aircraft loading, and other factors affecting aircraft performance upon takeoff.

(c) DOE Federal aircraft should be capable of maintaining a minimum climb gradient of 200 feet per nautical mile at airports for which there are no published IFR departure procedures or nonstandard IFR takeoff minimums [14 CFR parts 121.189 (d) or 135.379]. The aircraft must also be capable of maintaining any climb gradient established in the Standard Instrument Departures, Obstacle Departure Procedure or in published IFR takeoff procedures. With regard to fixed wing aircraft, takeoffs will be accomplished only when runway lengths are sufficient to provide for a balanced field condition. (When V1 is selected such that the accelerate-stop distance is equal to the accelerate-go distance, this distance is known as the balanced field length. In general, the balanced field length represents the minimum runway length that can be used for takeoff.) (d) The pilot of an airplane at night may not take off from, or land on, any landing site or airport unless: (1) That pilot has determined the wind direction from an illuminated wind direction indicator or local ground communications, or in the case of takeoff, that pilots personal observations; and (2) The limits of the area to be used for landing or takeoff are clearly shown by boundary or runway marker lights. IX-10 DOE G 440.2B-2A 10-17-08 For the purposes of paragraph (d) of this section, if the area to be used for takeoff or landing is marked by flare pots or lanterns, their use must be approved by the FAA. (e) No pilot of a helicopter at night may take off from, or land on, any landing site or airport unless: (1) That pilot has determined the wind direction from an illuminated wind direction indicator or local ground communications, or that pilot’s personal observations; and (2) That pilot has determined the limits of the area to be used for landing or takeoff are sufficient considering gross weight, density altitude, and performance of the aircraft. (f) Standard Instrument Departures (SID)/IFR Departure Procedures: At those locations where SIDs are available, pilots are encouraged to utilize them for each IFR departure, provided no unacceptable flight delays ensue. Appropriate SID and IFR departure procedures should be reviewed and utilized for IFR departure to ensure separation from aircraft and obstacles during takeoff. 11. DOE Pre-flight Actions Cargo Operations: Cargo operations conducted under Departmental operational control should be done in accordance with the Federal Aviation Regulations and applicable regulations governing the movement of hazardous materials. (a) At all times, it is important to ensure that cargo is secured and prevented from any unplanned movement on board the aircraft. Cargo should be appropriately secured prior to and during flight. (b) Only approved items, under 49 CFR Subchapter C, should be transported by air. DOE/NNSA elements should have appropriate manuals for conducting cargo operations in accordance with 14 CFR and 49 CFR. (c) DOE Federal aircraft may carry hazardous material under the DOT Special Permit issued for DOE aircraft. (d) Hazardous materials operations should be reviewed annually, and policy statements, regulations, and procedures should be followed by DOE employees and DOE contractors. (e) Title 49 Parts 171 through 175 and the Convention on International Civil Aviation “Technical Instructions for the Safe Transport of Dangerous Goods by Air” require a program to ensure that no employee or agent of DOE will accept or cause to be transported any hazardous materials without following appropriate procedures.

DOE G 440.2B-2A IX-11 10-17-08 (f) The hazardous materials program should ensure that DOE complies with the requirements of the FAA approved Hazardous Materials Recognition Program for all individuals that perform duties involving passengers’ carry-on or checked baggage or have responsibilities involving the acceptance; handling, storage or transport of freight or packages. (Refer to Chapter VII, paragraph 5(a)(1)) (g) DOE should ensure that hazardous materials information warning signs as required by 49 CFR are posted at appropriate locations advising shippers and passengers of DOE policy and of the potential hazards associated with the offering and/or carriage of such materials onboard an aircraft if the shipper and/or the operator fail to comply with the requirements of 49 CFR Parts 172.25 and 175.26. (h) DOE should advise the proper authorities of incidents or discrepancies that are discovered as described in 49 CFR Part 175. (i) DOE should ensure that hazardous materials recognition training of employees and/or agents should be satisfactorily completed. A copy of this training documentation should be maintained until 90 days after the employee’s termination date. 12. DOE Departure Actions and Operations Airman: Limitations on Use of Services (a) Field elements should establish policies that ensure flight crewmember(s): (1) Hold(s) an appropriate current airman certificate issued by the FAA; (2) Has any required appropriate current airman and medical certificates in that person’s possession while engaged in flight operations; and (3) Is otherwise qualified for the operation for which that person is to be used. (b) Each flight crewmember covered by paragraph 12(a) of this section should present the certificates for inspection upon the request of the FAA or DOE official. (c) Field elements operating or owning unmanned aircraft systems should establish policies that ensure pilots (flight crewmembers) listed in Chapters V and VII. 13. DOE Departure Actions and Operations Airman: Composition of Flight crew (a) Field elements should establish policies that ensure no aircraft is operated with less than the minimum flight crew specified in the type certificate data sheet, supplemental type certificate data sheet, FAA approved Aircraft Flight Manual, Rotorcraft Flight Manual, manufacturer’s manual, or military operations manual for that type aircraft and for the kind of operation being conducted. IX-12 DOE G 440.2B-2A 10-17-08 (b) In any case in which the Title 14 CFR Chapter 1, Part 91 requires the performance of two or more functions for which a flight crewmember certificate is necessary that requirement is not satisfied by the performance of multiple functions at the same time by one flight crewmember. (c) On each flight requiring a flight engineer, at least one flight crewmember, other than the flight engineer, must be qualified to provide emergency performance of the flight engineer’s functions for the safe completion of the flight if the flight engineer becomes ill or is otherwise incapacitated. A pilot need not hold a flight engineer’s certificate to perform the flight engineer’s functions in such a situation. 14. DOE Departure Actions and Operations Flight Crewmembers at Controls (a) Field elements should establish policies that ensure, except as provided in paragraph (b) of this section, each required flight crewmember on flight deck duty must remain at the assigned duty station with seat belt fastened while the aircraft is taking off or landing and while it is enroute.

(b) A required flight crewmember may leave the assigned duty station: (1) If the crewmember’s absence is necessary for the performance of duties in connection with the operation of the aircraft; (2) If the crewmember’s absence is in connection with physiological needs; or (3) If the crewmember is taking a rest period and relief is provided: (i) In the case of the assigned pilot-in-command, by a pilot qualified to act as pilot-in-command. (ii) In the case of the assigned second-in-command, by a pilot qualified to act as second-in-command of that aircraft during enroute operations. 15. DOE Departure Actions and Operations Dual Controls Required: Field elements should establish policies that ensure no person may operate an aircraft in operations requiring two pilots unless it is equipped with functioning dual controls. However, if the aircraft type certification operating limitations do not require two pilots; a throw-over control wheel may be used in place of two control wheels. 16. DOE Departure Actions and Operations Crewmember Information (a) Field elements should establish policies that ensure no person should operate a large aircraft carrying personnel unless it establishes procedures in the Field elements AIP, Flight Operations Manual or policy document, or is equipped with signs that meet the requirements of Title 14 CFR Chapter 1, Part 25, Section 25.791 that are visible to crewmembers to notify them when smoking is DOE G 440.2B-2A IX-13 10-17-08 prohibited and when safety belts must be fastened. The signs must be constructed so that the crew can turn them on and off. They must be turned on during aircraft movement on the surface, for each takeoff, for each landing, and when otherwise considered to be necessary by the pilot-in-command. (b) No passenger/crewmember may smoke while any No Smoking sign is lighted or the instruction No Smoking has been given by the pilot-in-command; nor may any crewmember smoke in any lavatory. (c) Each passenger/crewmember required on board an aircraft must occupy a seat or berth and shall fasten his or her safety belt about him or her and keep it fastened while any Fasten Seat Belt sign is lighted. (d) Each passenger/crewmember shall comply with instructions given him or her by the Pilot-in-command or second-in-command regarding compliance with paragraphs (b) and (c) of this section. (e) Carriage of cargo or test equipment in crewmember compartments. Field elements should establish policies that ensure no pilot-in-command permits cargo to be carried in any aircraft unless: (1) It is carried in an approved cargo rack, bin, or compartment installed in the aircraft; (2) It is secured by means approved by the FAA; or (3) It is carried in accordance with each of the following: (i) It is properly secured by a safety belt or other tie-down having enough strength to eliminate the possibility of shifting under all normally anticipated flight and ground conditions. (ii) It is packaged or covered to avoid possible injury to crewmembers or passengers. (iii) It does not impose any load on seats or on the floor structure that exceeds the load limitation for those components. (iv) It is not located in a position that restricts the access to or use of any required emergency or regular exit, or the use of the aisle between the crew and the passenger compartment. (v) It is not carried directly above seated crewmembers or personnel.

(f) Carriage of cargo in cargo compartments. Field elements should establish policies that ensure when cargo is carried in cargo compartments that are designed to require the physical entry of a crewmember to extinguish any fire that IX-14 DOE G 440.2B-2A 10-17-08 may occur during flight, the cargo must be loaded so as to allow a crewmember to effectively reach all parts of the compartment with the contents of a hand-held fire extinguisher. (g) Stowage of food, beverage, and crewmember service equipment during aircraft movement on the surface, takeoff, and landing Field elements should establish policies that state: (1) No Field element should allow any movement of an aircraft on the surface, take off, or land when any food, beverage, or tableware, furnished by the Field element or crew, is located at any crewmember seat. (2) No Field element should allow any movement of an aircraft on the surface, take off, or land unless each food and beverage tray and seat back tray table is secured in its stowed position. (3) No Field element should permit an aircraft to move on the surface, take off, or land unless each crewmember serving cart and loose mission equipment is secured and stowed. (4) Each crewmember, passenger, or qualified non-crewmember should comply with instructions given by the pilot-in-command with regard to compliance with this section. 17. DOE Departure Actions and Operations Crewmembers Other Than Airmen (Essential Crew) (a) The number of crewmembers authorized on board an aircraft will be determined by: (1) Type certificate; (2) Number of approved seats installed; or (3) Set forth in the mission specifications, for the specific mission being flown. (b) During takeoff and landing, the pilot-in-command, will ensure that crewmembers are located as near as practicable to exits and shall be uniformly distributed throughout the aircraft to provide the most effective egress of crewmembers in event of an emergency evacuation. 18. DOE Departure Actions and Operations-Weather Minimums (a) Fixed-wing Takeoff Minimums DOE G 440.2B-2A IX-15 10-17-08 (1) A pilot-in-command of a DOE-Federal airplane should not take off an airplane from an airport where weather conditions are at or above takeoff minimums but are below authorized IFR landing minimums unless there is an alternate airport within1 hour’s flying time (at normal cruising speed, in still air) of the airport of departure. (2) A pilot-in-command of a DOE-Federal airplane should not takeoff an airplane under IFR or begins an IFR or over-the-top operation unless the latest weather reports or forecasts, or any combination of them, indicate that weather conditions at the estimated time of arrival at the next airport of intended landing will be at or above authorized IFR landing minimums. (b) Helicopter Takeoff Minimums: Single pilot helicopter operations should require takeoff weather minimums of 500 feet ceiling and 1/2 mile visibility. The pilot- in-command of a DOE-Federal helicopter is authorized to depart under terms of a Special VFR clearance when takeoff weather is below these minimums when, in the judgment of the pilot-in-command, such operations are necessary and can be safely accomplished, in accordance with 14 CFR Part 91. Dual-pilot helicopter operations may use Special VFR weather criteria without restriction.

(c) Destination with Alternate: No pilot-in-command may designate an airport as an alternate unless the weather reports or forecasts, or any combination of them, indicate that the weather conditions will be at or above authorized alternate airport landing minimums for that airport at the estimated time of arrival. (d) Destination with Two Alternates: Pilot-in-command may be cleared to a destination when prevailing ceiling and visibility are forecast to be below minimums for precision or non-precision approaches at the estimated time of arrival if two alternates are named in the clearance, and if the second alternate meets the appropriate criteria. (e) Destination with No Alternate Required: No alternate airport is required if for at least one hour before and after the estimated time of arrival at the destination, the appropriate weather reports or forecasts, or any combination thereof, indicates that: (1) The ceiling will be at least 2,000 feet above the airport elevation, and (2) Visibility will be at least three miles. (f) Destination with No Alternate Available: The destination must meet the weather minimums stated in paragraph 10. This requirement is intended to address operations into remote, foreign, arctic or island destinations where an alternate does not exist or is beyond practical fuel range. (g) Alternate Weather Minimums IX-16 DOE G 440.2B-2A 10-17-08 (1) Except as provided in paragraph (b) of this section, a pilot-in-command of a DOE-Federal aircraft should not operate an aircraft in IFR conditions unless it carries enough fuel (considering weather reports or forecasts or any combination of them) to: (i) Complete the flight to the first airport of intended landing; (ii) Fly from that airport to the alternate airport; and (iii) Fly after that for 45 minutes at normal cruising speed or, for helicopters, fly after that for 30 minutes at normal cruising speed. (h) Paragraph (a)(2) of this section does not apply if Part 97 of Title 14 CFR Chapter 1 prescribes a standard instrument approach procedure for the first airport of intended landing and, for at least one hour before and after the estimated time of arrival, the appropriate weather reports or forecasts, or any combination of them, indicate dial: (1) The ceiling will be at least 1,500 feet above the lowest circling approach MDA; or (2) If a circling instrument approach is not authorized for the airport, the ceiling will be at least 1,500 feet above the lowest published minimum or 2,000 feet above the airport elevation, whichever is higher; and (3) Visibility for that airport is forecast to be at least three miles, or two miles more than the lowest applicable visibility minimums, whichever is the greater, for the instrument approach procedure to be used at the destination airport. 19. Alternate Airports Outside CONUS: For an airfield to qualify as an alternate for destination outside CONUS, the pilot-in-command should use the worst prevailing weather forecast for the estimated time of arrival, plus or minus one hour, but in no case may an airfield be named as an alternate if the forecast weather is below published approach minimums. 20. DOE Enroute Actions and Operations Oxygen for Medical Use by Crewmembers (a) Except as provided in paragraphs (h) and (i) of this section, each Field element should not allow the carriage or operation of equipment for the storage, generation, or dispensing of medical oxygen unless the unit to be carried is constructed so that all valves, fittings, and gauges are protected from damage during that carriage or operation and unless the following conditions are met:

(1) The equipment should be: DOE G 440.2B-2A IX-17 10-17-08 i. Of an approved type or in conformity with the manufacturing, packaging, marking, labeling, and maintenance requirements of Title 49 CFR Parts 171, 172, and 173, except Section l73.24(a)(1); ii. When owned by the Field element, maintained under the Field element’s maintenance program; iii. Free of flammable contaminants on all exterior surfaces; and iv. Appropriately secured. (b) When the oxygen is stored in the form of a liquid, the equipment should be under the Field element’s maintenance program since its purchase new or since the storage container was, last purged. (c) When the oxygen is stored in the form of a compressed gas as defined in Title 49 CFR 173.300(a): i. When owned by the Field element, it should be maintained under the Field element’s maintenance program; and ii. The pressure in any oxygen cylinder should not exceed the rated cylinder pressure. (d) The pilot-in-command must be advised when the equipment is on board and when it is intended to be used. (e) The equipment should be stowed, and each person using the equipment should be seated so as not to restrict access to or use of any required emergency or regular exit or of the aisle in the crewmember/passenger compartment. (f) When oxygen is being used, no person may smoke and no Field element may allow any person to smoke within 10 feet of oxygen storage and dispensing equipment carried under paragraph (a) of this section. (g) The Field element should not allow any person other than a person trained in the use of medical oxygen equipment to connect or disconnect oxygen bottles or any other ancillary component while any crewmember is aboard the aircraft. (h) Paragraphs (2), (3), and (4) of this section do not apply when that equipment is furnished by a professional or medical emergency service for use on board an aircraft in a medical emergency when no other practical means of transportation (including any other properly equipped commercial service provider) is reasonably available and the person carried under the medical emergency is accompanied by a person trained in the use of medical oxygen. IX-18 DOE G 440.2B-2A 10-17-08 (i) Each Field element, under the authority of paragraph (20) of this section, deviates from paragraphs (b), (c), and (d) of this section under a medical emergency should establish a procedure for notifying DOE management, after the deviation, with a complete report of the operation involved, including a description of the deviation and the reasons for it. 21. DOE Enroute Actions and Operations Manipulation of Controls: Field elements should establish a policy that states: (a) That no pilot-in-command should allow any person to manipulate the controls of an aircraft during flight, nor should any person manipulate the controls during flight, unless that person is a qualified and current pilot of the Field element operating that aircraft; or (b) The Field element is conducting training under 14 CFR part 61 of this chapter; or (c) Flight crewmember training is being conducted in accordance with the Field element’s training program. 22. DOE Enroute Actions and Operations Admission to Flight Deck: Field elements should establish a policy that states: (a) No person should admit any person to the flight deck of an aircraft unless the person being admitted is: (1) A Flight crewmember; (2) A crewmember;

(3) An FAA inspector or an authorized representative of the National Transportation Safety Board who is performing official duties; (4) A DOE representative who is performing official duties; or (5) Any person who has the permission of the pilot-in-command. (b) No person should admit any person to the flight deck during ground or airborne operation unless there is a seat available for the use of that person in the crewmember compartment, except: (1) An FAA inspector or an authorized representative of the FAA Administrator or National Transportation Safety Board who is checking or observing flight operations; or (2) A certificated airman employed by the Field element whose duties require an airman certificate. DOE G 440.2B-2A IX-19 10-17-08 23. DOE Enroute Actions and Operations Inspector’s Credential’s / Admission to Pilots’ Compartment (a) Whenever, in performing the duties of conducting an inspection, an FAA inspector presents an Aviation Safety Inspector credential, FAA Form 110A, to the pilot-in-command of an aircraft operated by a Field element, the inspector must be given free and uninterrupted access to the pilot compartment of that aircraft. However, this paragraph does not limit the emergency authority of the pilot-in-command to exclude any person from the pilot compartment in the interest of safety. (b) A forward observer’s seat on the flight deck, or forward crewmember seat with headset or speaker, must be provided for use by the FAA or DOE representative that is a certificated airman while conducting enroute inspections. The suitability of the location of the seat and the headset or speaker for use in conducting enroute inspections is determined by the FAA. 24. DOE Enroute Actions and Operations Emergencies, Field elements should establish a policy that states: (a) In an emergency that requires immediate decision and action, the pilot-in- command may take any action considered necessary under the circumstances. In such a case, the pilot-in-command may deviate from prescribed operations, procedures and methods, weather minimums, and the Federal Aviation Regulations, to the extent required in the interests of safety. (b) In an emergency situation arising during flight that requires immediate decision and action by appropriate management personnel in the case of operations conducted with a flight following service and which is known to them, those personnel should advise the pilot-in-command of the emergency, should ascertain the decision of the pilot-in-command, and should have the decision recorded. If they cannot communicate with the pilot, they should declare an emergency and take any action that they consider necessary under the circumstances. (c) Whenever emergency authority is exercised, the pilot-in-command or the appropriate management personnel shall keep the appropriate ground radio station fully informed of the progress of the flight. The person declaring the emergency should send a written report of any deviation, through the Field element’s Aviation Manager or the Director of Operations, to the FAA and the Office of Aviation Management within 10 days, if requested, exclusive of Saturdays, Sundays, and Federal holidays, after the flight is completed or, in the case of operations outside the United States, upon return to the home base. (d) Reporting potentially hazardous meteorological conditions and irregularities of ground and navigation facilities. Field elements should establish a policy that states: Whenever the pilot-in-command encounters a meteorological condition or

IX-20 DOE G 440.2B-2A 10-17-08 an irregularity in a ground or navigational facility in flight, the knowledge of which the pilot-in-command considers essential to the safety of other flights, the pilot-in-command should notify an appropriate FAA ground station as soon as practicable. 25. DOE Enroute Actions and Operations VFR: Minimum Altitudes for Special Operations, Field elements should establish a policy that states: (a) The Field element must comply with Title 14 CFR Chapter 1, Part 91, §91.119 unless conducting the following special operations; (b) Law Enforcement: except when necessary for takeoff and landing, no person should operate under VFR unless: (1) An airplane complies with 14 CFR Chapter 1, Section 91.119. (2) A Helicopter operated over a congested area at an altitude less than 300 feet above the surface, or at an altitude approved by the FAA. (c) Biological or Radiological survey or game count activities, except when necessary for takeoff and landing, no person should operate under VFR unless: (1) Airplane - At an altitude that allows the pilot-in-command to safely land the aircraft in the event of an emergency without presenting a hazard to persons or property on the ground, and has established written safety procedures including; low level flight training, collision avoidance, high and low reconnaissance procedures, and any other procedures the Field element deems necessary. (2) Helicopter - At an altitude that allows the pilot-in-command to safely land the aircraft in the event of an emergency without presenting a hazard to persons or property on the ground, and established written safety procedures including; low level flight training, collision avoidance, high and low reconnaissance procedures, and any other procedures the Field element deems necessary. (d) Fire fighting and/or forest management activities; except when necessary for takeoff and landing, no person may operate under VFR unless: (1) Airplane - At an altitude that allows the pilot-in-command to safely land the aircraft in the event of an emergency without presenting a hazard to persons or property on the ground, and has established written safety procedures including; low level flight training, collision avoidance, high and low reconnaissance procedures, multiple aircraft in close proximity operations procedures, minimum visibility requirements, and any other procedures the Field element deems necessary. DOE G 440.2B-2A IX-21 10-17-08 (2) Helicopter - At an altitude that allows the pilot-in-command to safely land the aircraft in the event of an emergency without presenting a hazard to persons or property on the ground, and has established written safety procedures including; low level flight training, collision avoidance, high and low reconnaissance procedures, multiple aircraft in close proximity operations procedures, minimum visibility requirements, and any other procedures the Field element deems necessary. 26. DOE Enroute Actions and Operations VFR: Visibility Requirements, Field elements should establish a policy that states: (a) No person may operate an airplane under VFR in Class G airspace contrary to Title 14 CFR Chapter 1, Part 91, §91.155. (b) No person may operate a helicopter under VFR in Class G airspace at an altitude of 1,200 feet or less above the surface or within the lateral boundaries of the surface areas of Class B, Class C, Class D, or Class E airspace designated for an airport unless the visibility is at least:

(1) During the day - 1/2 mile; (2) At night - 1 mile; or (3) Meets the requirements of 14 CFR Chapter 1, Part 91, §91.155. 27. DOE Enroute Actions and Operations VFR: Over-the-Top Operating Limitations, Field elements should establish a policy that states: (a) Subject to any additional limitations in paragraph (a) (1) below; no person should operate an aircraft under VFR over-the-top, unless: (1) Weather reports or forecasts, or any combination of them, indicate that the weather at the intended point of termination of over-the-top flight: (i) Allows descent to beneath the ceiling under VFR and is forecast to remain so until at least 1 hour after the estimated time of arrival at that point; or (ii) Allows an IFR approach and landing with flight clear of the clouds until reaching the prescribed initial approach altitude over the final approach facility, unless the approach is made with the use of radar under Title 14 CFR Chapter 1, Part 91, Section 91.175(f); or (b) It is operated under conditions allowing: (1) For multi-engine aircraft, descent or continuation of the flight under VFR if its critical engine fails; or IX-22 DOE G 440.2B-2A 10-17-08 (2) For single-engine aircraft, descent under VFR if its engine fails. 28. DOE Enroute Actions and Operations Low Level Operation, Field elements should establish a policy that states: (a) Flight operations conducted less than 500 feet Above Ground Level (AGL) should have hazard maps that are updated at least every 60 days (except those involved in pipeline and power line patrols). (b) The maps should indicate height AGL of all existing obstacles and/or hazards to a flight on: (i) The DOE site on which the operations occur; and (ii) Along commonly used flight paths. (c) A FAA waiver from 14 CFR Part 91.119, (b) and (c) is required for airplanes over any congested area of a city, town, or settlement, or over any open air assembly of persons, an altitude of 1,000 feet above the highest obstacle within a horizontal radius of 2,000 feet of the aircraft or when an airplane is operated over open water or sparsely populated areas closer than 500 feet to any person, vessel, vehicle, or structure. (d) The operator is solely responsible for filling out and submitting a FAA Form 7711-2. (If the operator has any questions refer to the FAA Operations Inspector Handbook, 8300.1.2, Chapter 51. Issue a Certificate of Waiver or Authorization: 14 CFR part 91, §91.119(b) and/or (c) Minimum Safe Altitudes). (e) Where practical, the conduct of pipeline and power line patrols less than 500 feet AGL should use a system of warning signs and marker balls, supplemented with a current VFR sectional map, to alert pilots to hazards within pipeline and power line rights of way. Field elements or commercial aviation service providers operating airplanes in pipeline or power line patrols must have the required waiver referred to in paragraph (c) of this section. 29. DOE Enroute Actions and Operations IFR Flight, Field elements should establish a policy that states: (a) All IFR operations must comply with 14 CFR Chapter 1, Part 91, except where more stringent recommendations are defined in this document; and (b) Operations flown in Instrument Meteorological Conditions (IMC) should be conducted in multi-engine turbine-jet or turbine-propeller aircraft certified for instrument flight and should be crewed by two current, instrument-rated pilots. DOE G 440.2B-2A IX-23 10-17-08

(c) Aircraft should have dual flight instrumentation or instrumentation that is easily visible to both pilots. (d) Each pilot position should be equipped with fully functional flight controls. 30. All Aircraft IFR: The minimum operating altitudes should be the MEA, MSA or the altitude specified by the FAA Air Traffic Controller. 31. DOE Enroute Actions and Operations Night Operations, Field elements should establish a policy that states: (a) For operations later than 1 hour after official sunset until 1 hour before official sunrise; or (b) In Alaska, for operations during the period when a prominent unlit object cannot be seen from a distance of three (3) statute miles; or (c) When the sun is more than six (6) degrees below the horizon: (1) Multiengine aircraft should be used when transporting passengers. (2) Flight crews should include a minimum of two current, qualified pilots who meet minimum requirements for regency of experience in night and instrument operations and the Field element’s proficiency standards. (3) As a minimum, both pilots should hold current commercial certificates and instrument ratings. (4) Helicopters should have at least one radar altimeter with aural and visual warning systems. The radar altimeter display and the visual warning system(s) should be situated such that at least one radar altimeter display and one visual warning system are clearly visible to both pilots. Radar altimeters installed in aircraft used for night vision goggle (NVG) operations should have digital displays. (d) The following minimum altitudes for unaided night flight should be maintained except during takeoff, departure, approach, and landing: (1) All Aircraft-VFR. Aircraft should maintain the minimum safe altitudes required by 14 CFR Part 91, unless a waiver from 14 CFR Part 91.119 has been obtained. (e) Single-pilot, single-engine aircraft operations during the period from 1 hour after official sunset until 1 hour before official sunrise should be authorized for emergency operations only and are subject to the following: IX-24 DOE G 440.2B-2A 10-17-08 (1) The flight crew should obtain approval for the initiation of emergency flights during this time period from the Head of the DOE Field element, the PMA, the CSO, or their designee. (2) In circumstances in which the loss of life is highly probable and immediate action is required, the pilot-in-command may initiate the flight, only after the pilot has conducted a pre-mission risk assessment to consider the identified hazards. (3) If a single-pilot, single-engine aircraft is inadvertently stranded and cannot return to base prior to 1 hour after sunset, oral approval for continued operation should be obtained from the Chief Pilot, Aviation Manager, or designee. Individuals designated to approve continued operation should be listed in the Field element’s aviation operations policy, manual, or AIP. (f) The Aviation Manager may authorize the required number of VFR night operations to allow the organizations pilots to maintain night currency and proficiency. (g) The Aviation Manager should keep a log recording the dates and return times of all flights operating later than 1 hour after official sunset and 1 hour before official sunrise. (h) Enhanced position-reporting and flight-following procedures should be used.

(i) Under no circumstances should a flight be initiated under instrument conditions or under forecast enroute Instrument Meteorological Conditions (IMC), if the pilot is not properly certified, trained, proficient and current to conduct IMC flight operations. In addition, the aircraft to be used must be certified for IFR flight. 32. DOE Enroute Actions and Operations VFR: Night Vision Goggle Operations, Field elements should establish a policy that states: (a) No person should operate an aircraft utilizing Night Vision Goggles as the main reference to horizon or attitude control unless: (1) Crewmembers have completed a formal Night Vision Goggle training course in accordance with Field element’s policies and procedures. (2) Goggles meet the Radio Technical Commission for Aeronautics (RTCA) Minimum Operational Performance Standards (MOPS) for Night Vision Goggles. (3) Aircraft cockpit lighting has been modified to meet RTCA Minimum Operational Performance Standards (MOPS) for Night Vision Goggles. DOE G 440.2B-2A IX-25 10-17-08 (4) A Night Vision Goggle preventative maintenance and testing program based on the manufacture’s recommendations has been implemented. (b) NVG flight must be conducted under Visual flight rule minima and the RTCA Operational Concept and Operational Requirements for NVG Implementation into the National Airspace System (NAS) recommendations. 33. DOE Approach Actions and Operations (a) Instrument approach procedures and IFR landing minimums. Field elements should establish a policy that states: No person may make an instrument approach at an airport except in accordance with IFR weather minimums and the published approach procedures. (b) Minimum altitudes for use of autopilot. Field elements should establish a policy that states: (1) Except as provided in paragraphs (2), (3), and (4) of this section, no person should use an autopilot at an altitude above the terrain which is less than 500 feet or less than twice the maximum altitude loss specified in the approved Aircraft Flight Manual or equivalent for a malfunction of the autopilot, whichever is higher. (2) When using an instrument approach facility other than ILS, no person should use an autopilot at an altitude above the terrain that is less than 50 feet below the approved minimum descent altitude for that procedure, or less than twice the maximum loss specified in the approved Aircraft Flight Manual or equivalent for a malfunction of the autopilot under approach conditions, whichever is higher. (3) For ILS approaches when reported weather conditions are less than the basic weather conditions in Title 14 CFR Chapter 1, Section 9l.155, no person should use an autopilot with an approach coupler at an altitude above the terrain that is less than 50 feet above the terrain, or the maximum altitude loss specified in the approved Aircraft Flight Manual or equivalent for the malfunction of the autopilot with approach coupler, whichever is higher. (4) Without regard to paragraph (1), (2), or (3) of this section, the FAA may issue operations specifications to allow the use, to touchdown, of an approved flight control guidance system with automatic capability, if: (i) The system does not contain any altitude loss (above zero) specified in the approved Aircraft Flight Manual or equivalent for malfunction of the autopilot with approach coupler; and IX-26 DOE G 440.2B-2A 10-17-08 (ii) The FAA finds that the use of the system to touchdown will not otherwise adversely affect the safety standards.

(5) Request for FAA waivers or deviations are coordinated through the OAM. (c) The Field element Aviation Manager or Aviation Safety Officer should evaluate the mission and operational environment to determine if higher landing minimums are warranted based on identified hazards. 34. DOE Post Flight Actions and Operations (a) Upon landing, the DOE Field element should establish policies for the reporting and recording of any aircraft discrepancies noted during the flight or found during post flight inspection. (b) The Field element should establish policies for the proper recording of flight time, cycles, landings, fuel usage, and other pertinent information. (c) The Field element should establish policies for the proper recording of flight crewmember, crewmember and qualified non-crewmember proficiency events and other pertinent training information. 35. Applicable Standards Title 14 CFR Chapter 1 Title 41 CFR 102-33 Title 49 CFR Subchapter C DOE O 440.2B DOE O 460.1A Convention on International Civil Aviation “Technical Instructions for the Safe Transport of Dangerous Goods by Air” 36. Supplemental Guidance Documents FAA Order 8900.1, Flight Standards Information Management System (FSIMS). RTCA /DO-275, Mops Night Vision Imaging Systems DOE G 440.2B-2A X-1 10-17-08 CHAPTER X. EXTERNAL LOADS OPERATIONS 1. Purpose: The purpose of the Chapter is to standardize Rotorcraft External Load operations so that planning efforts, procedures, and evaluations support strict internal controls, safety, cost effective operations, compliance with laws, regulations, policies, and other requirements. 2. Applicability: This section contains operational procedures and systems acceptable for Departmental aviation services. The operation of other Government agency aircraft, including those of the Department of Defense (DoD) that are not under DOE operational control, is the responsibility of the respective agency. 3. General Information (a) DOE Federal and CAS contractor aircraft external load operations should be accomplished in accordance with 14 CFR Part 133. (b) A DOE Field element conducting such operations need not be certified as a 14 CFR Part 133 operator unless the Field element manager deems it necessary. (c) CAS operations should be conducted by certificated 14 CFR Part 133 operators. (d) A Field element that conducts or contracts for external load operations should ensure that an External Loads Manual is submitted for approval by the appropriate DOE official. Sample external load manuals are available from the DOE Office of Aviation Management or the FAA. (e) The sample external load manuals should include the requirements of 14 CFR Part 133 except as it applies to hand signals. The section of the sample external load manual addressing hand signals must be customized to meet the needs of each individual aviation organization. (f) The Field element conducting external load operations with DOE-Federal aircraft should establish an appropriate and comprehensive training program to address initial, recurrent, and requalification training. The training should be performance based and require initial and recurrent check rides given by a qualified check pilot. (g) The Field element conducting external load operations with DOE-Federal aircraft should establish proficiency events appropriate to the operations and missions conducted, and track (document) the events by individual pilot. 4. Hazard Assessment

(a) Each organization should conduct a pre-mission planning and prior to commencing operations a job hazard assessment for these operations as required by DOE O 440.2B, Section 4, paragraph k. Aviation Safety Documentation. X-2 DOE G 440.2B-2A 10-17-08 (b) All hazards should be mitigated to the lowest level possible to achieve an acceptable risk level given the specific work to be done (c) The following Tables may be used as guides to meet the recommendations in paragraph 4 (a) of this section: Table 1 Pre-mission Hazard Assessment Pre-mission Planning Phase (Refer to Risk Matrix in Chapter XXI) Define the work, task, mission, and flight profile Hazard Identification Risk Mitigation Risk Assessment/ Risk Category * External Load Operations Rotorcraft Class A or B external load operations that will require operation of rotary-wing aircraft below 500 feet within the boundaries of (Insert Organization’s Name) facilities. Un-qualified operator or inadequate aircraft selected for operation. All Commercial Aviation Service vendors must be assessed by DOE qualified official(s) prior to any flight operations and thereafter every two years, if a continuing need exists. High (IC) Aircraft penetrates building or structure during an emergency. The operator will be informed and understand the aircraft must be operated at an altitude allowing, if a power unit fails, an emergency landing without undue hazard to persons or property on the surface. Medium (ID) Staging area inadequate for operation. Establish Staging area(s) that will accommodate helicopter, support trucks, crews, and any other project equipment, without causing undue hazard to equipment and personnel. Final Approach and Take-Off Area (FATO): Length, width and diameter should be no less than: 1.5 X overall length of helicopter to be used plus a safety boundary of 12 feet. Medium (ID) Rotorcraft Class A or B external load operations that will require operation of rotary-wing Aircraft takeoff and landing capability exceeded No operation will be planned that exceeds the maximum gross weight of the aircraft given the density altitude of the planned departure site, work site, and landing area. Weight and balance calculations will Medium (ID) DOE G 440.2B-2A X-3 10-17-08 aircraft below 500 feet within the boundaries of (Insert Organization’s Name) facilities. be made using the cargo load weight(s), aircraft equipped weight, and average density altitude to ensure operation is within the capabilities of the FAA approved Rotorcraft Flight Manual. Inadequate equipment to accomplish the planned work. The assigned aircraft will be capable of conducting the operation and rigging. Longline(s), remote hook(s), and other special equipment will be on-hand prior to commencing work. Medium (ID) Inadequate training or proficiency of the crews involved. The assigned pilot will be current and proficient for the operation being conducted and qualified in the make and model of aircraft. Adequate ground crew, trained and current for the planned operation, will be available Medium (ID) Collision with obstacles and hazards to flight. Review maps and/or perform area recon prior to start and identify all obstacles and hazards to flight. Adjust route of flight and/or adjust long line lengths to avoid hazards. Medium (ID) Fuel starvation. Adequate preparation and planning will be made to accommodate refueling operations. Medium (ID) Loss of Control due to gusty winds.

No operation will be planned that allows external load operations to start or continue when the maximum gust is in excess of 20 knots or a gust spread of 10 knots exists from the prevailing wind. Medium (ID) Inadequate communications Adequate communication systems (air-to-ground, ground-to-air, and to dispatch) will be available for the operation. Medium (ID) Fatigue The CAS vendor will ensure that flight and duty time limitations are established for the pilot and support crew while in service (Insert Organization’s Name). Pilot’s duty time will not exceed 14 hours in any 24-hour period and must have 10 Medium (ID) X-4 DOE G 440.2B-2A 10-17-08 hours of rest within the 24-hour period while in service to (Insert Organization’s Name). Inadvertent IMC No flight operations will be planned when the ceiling is less than 1000 feet and visibility is less than 1 mile. Medium (ID) Table 2 Prior to Starting Operations Work Phase (Refer to Risk Matrix in Chapter XXI) Define the work, task, mission, and flight profile Hazard Identification Risk Mitigation Risk Assessment/ Risk Category * External Load Operations Rotorcraft Class A or B external load operations that will require operation of rotary-wing aircraft below 500 feet within the boundaries of (Insert Organization’s Name) facilities. Un-qualified operator or inadequate aircraft selected for operation. (Insert Organization’s Name) verifies the CAS vendor is accepted for use prior to initiation of flight operations. (Insert Organization’s Name) verifies CAS operator has the FAA Approved External Load Operations Manual in aircraft and Company External Load Qualification Card in the pilot’s possession. Medium (ID) Staging area inadequate for operation. Perform recon of staging area(s) to ensure it will accommodate helicopter, support trucks, crews, and any other project equipment. Final Approach and Take-Off Area (FATO): Length, width and diameter should be no less than: 1.5 X overall length of helicopter to be used plus a safety boundary of 12 feet. Medium (ID) Aircraft takeoff and landing capability exceeded Pilot will complete weight and balance calculation considering current density altitude, actual cargo load weight(s), and aircraft (A/C) equipped weight to ensure A/C can be operated within the capabilities of the FAA approved Rotorcraft Flight Manual. Medium (ID) DOE G 440.2B-2A X-5 10-17-08 Inadequate equipment to accomplish the planned work. Pilot ensure adequate aircraft, rigging, long line(s), remote hook(s), and other special equipment are on-hand prior to commencing work. Medium (ID) Inadequate training or proficiency of the crews involved. DOE (Insert Organization’s Name) will validate the assigned pilot is current and proficient (Log book or Training records) for the type of operation being conducted and qualified in the make and model of aircraft. Pilot in command (PIC) ensures adequate ground crews are available to accomplish the tasks to complete the work and are trained and current for the planned operation. Medium (ID) Inadequate communications PIC will ensure adequate communication systems (air-to-ground, ground-to-air, and to dispatch) are available and tested prior to operation. Any malfunction affecting the reliability and effectiveness of communications requires a STOP WORK until resolved Medium (ID) Collisions with obstacles or hazards to flight

PIC will review maps and/or perform area recon above 500’ AGL to identify all obstacles and hazards to flight. Adjust route of flight or longline lengths to avoid hazards. Medium (ID) Fuel starvation. Aircraft will be operated at all times with no less than 20 minutes of fuel reserve based on average Fuel Burn Rate for the aircraft in use. Medium (ID) Wire strike potential Wire strike prevention kit installed on aircraft, if FAA approved for the model of aircraft. Area map and recon completed and route and altitudes of flight path established to avoid static wires, conductors, etc. Medium (ID) Pilot and crew fatigue Pilot has had at least 10 hours rest prior to flight operations and flight operations limited to 8 flight hours and 14 duty hours. Job Foreman ensures ground personnel are adequately rested and alert to perform duties. Medium (ID) X-6 DOE G 440.2B-2A 10-17-08 Aircraft Mechanical Failures The pilot will ensure all maintenance discrepancies are corrected prior to flight, the aircraft is airworthy, and in safe condition for flight or inoperable equipment is deferred I/A/W FAA approved Minimum equipment List. Medium (ID) Engine Failure The pilot will ensure all maintenance is accomplished I/A/W the manufacturer’s maintenance program, including compliance to airworthiness directives and retirement life schedules. Pilot will brief ground crews prior to start of the job on the emergency procedures, communications, and actions to be taken by the ground crew. Medium (ID) Tail Rotor Failure The pilot will ensure all maintenance is accomplished I/A/W the manufacturer’s maintenance program, including compliance to airworthiness directives (ADs) and retirement life schedules. Pilot will brief ground crews prior to start of the job on the emergency procedures, communications, and actions to be taken by the ground crew. Medium (ID) Hydraulic Control Failure The pilot will ensure all maintenance is accomplished I/A/W the manufacturer’s maintenance program, including compliance to ADs and retirement life schedules. Pilot will brief ground crews prior to start of the job on the emergency procedures, communications, and actions to be taken by the ground crew. Medium (ID) Remote Hook will not release load. Pilot will prior to flight ensure the remote hook electrical connections to the airframe, long line, and remote hook are properly secured using electrical tape or other acceptable method. The pilot will brief ground crews prior to start of the job on the following: 1) methods of manually releasing the Medium (ID) DOE G 440.2B-2A X-7 10-17-08 load from the remote cargo hook; 2) pilot will return to pick-up point to correct malfunction; or 3) in an emergency, the pilot will jettison the load from the “belly hook.” Long line snags on ground, trees or structures resulting in dynamic rollover. Pilot will brief ground crews prior to start of the job on the emergency procedures, communications, and actions to be taken by the ground crew in the event of this emergency Prior to start, the pilot will visually check to verify if the long line is attached to the aircraft’s belly hook and properly secured. If so, the pilot will verify the long line is extended out from the belly hook along the centerline of the aircraft to a point forward of the nose of the aircraft where the pilot while seated can visually observe the long line. The pilot will ensure the long line does not cross over any part of the landing gear.

The pilot will use a vertical assent maintaining eye contact with the long line until clear of the landing zone or drop zone. The pilot will jettison the long line from the aircraft’s “belly hook,” if it becomes entangled. Medium (ID) Aircraft’s “belly hook” fails to release electrically. Pilot will brief ground crews prior to start of the job on the emergency procedures, communications, and actions to be taken by the ground crew in the event of this emergency. Pilot will jettison the load using the manual release. Medium (ID) Loss of Control due to gusty winds. Flight operations will cease when the maximum wind gust is in excess of 20 knots or a gust spread of 10 knots exists from the prevailing wind, or at the pilot’s discretion. Medium (ID) X-8 DOE G 440.2B-2A 10-17-08 5. Additional Administrative Controls for External Load Operations (a) The aircraft are required to be operated in accordance with the FAA approved Rotorcraft Flight Manual and adhere to limitations established for that model of aircraft. (b) During the external load operations, aircraft must be operated under Visual Meteorological Conditions (VMC) with flight visibility of at least three (3) statute miles visibility and 500 feet below clouds, 1000 feet above clouds, and 2000 feet horizontally from clouds. (c) Night flight operations are not authorized. (d) The aircraft operator must ensure that a weight and balance calculation is performed prior to each flight, unless a standard load combination is used, and if so, then a weight and balance calculation can be maintained at the start of the operation to ensure that aircraft is within the manufacturers and FAA- established weight and balance limitations. (e) The aircraft operator will provide a copy of the FAA Part 133 Operating Certificate to the Field Element prior to start of the project, including proof of liability insurance. Rotorcraft Class A or B external load operations that will require operation of rotary-wing aircraft below 500 feet within the boundaries of (Insert Organization’s Name) facilities. Inadvertent IMC External load flight operations will cease when the ceiling is less than 1000 feet and visibility is less than 1 mile. Medium (ID) Radiological or exposure to other ground based or airborne hazards. Pilot and crew will be briefed on potential radiological or other potential hazards. Medium (ID) Aircraft penetrates building or structure during an emergency. The operator will be informed and understand the aircraft must be operated at an altitude allowing, if a power unit fails, an emergency landing without undue hazard to persons or property on the surface. Medium (ID) DOE