Par 4-3 Page 36 radar (ASR) approaches are options, depending upon available facilities and equipment. Partial panel operations should be considered for inclusion in checks if attitude and gyroscopic heading information are available from single sources. In the case of a helicopter without gyroscopic instruments, the operator should consult with their principal operations inspector (POI) for alternative training and checking methods.
(7) In the event the certificate holder does not have OpSpecs for night or instrument conditions, the aircraft is not equipped with an attitude reference system, a turn indicator or coordinator, or an attitude gyro, and the operating environment is predominantly VFR, the pilot being checked may not be required to demonstrate a VMC recovery from IIMC. Under these circumstances, it is recommended that the pilot be examined verbally in the IIMC recognition and avoidance techniques developed by the operator.
d. Night Training. Many HAA-associated accidents occur at night. Pilot night proficiency is essential for twenty-four hour HAA operations. While not required by regulations, night operations should be emphasized in flight, ground and simulator training.
(1) Night training should be tailored to the certificate holder’s specific requirements and capabilities considering the experience level of their pilots, the area of operations, type of aircraft and installed equipment.
(2) Best practices suggest night flight training should include the use of Night Vision Imaging System (NVIS); the appropriate use of HTAWS and radar altimeters. Appropriate use of these technologies will also contribute to pilot proficiency at night, in IIMC and special conditions.
NOTE: This AC is not intended to suggest training or operating a helicopter in actual IMC conditions without a qualified, competent and proficient pilot, a properly equipped helicopter and an IFR clearance. The purpose of the training described here is to provide pilots with an additional margin of safety when conducting HAA operations.
NOTE: Effective April 22, 2017, all HAA pilots must hold a valid helicopter instrument rating or an Airline Transport Pilot Certificate (ATPC) with a category and class rating not limited to VFR. (Refer to § 135.603.)
4-4. MEDICAL PERSONNEL/CREWMEMBER BRIEFING/TRAINING.
a. Required Medical Crewmember Briefing/Training. As stated in § 135.621(a), the pilot in command (PIC) or other flightcrew member must ensure that all medical personnel receive and complete a HAA medical personnel specific safety briefing prior to each HAA operation in which they participate, or, as authorized by § 135.621(b), have completed the certificate holder’s approved medical personnel safety training program within the previous 24 months. There is no grace period associated with this 24-calendar-month training period. This training must cover:
• Physiological aspects of flight;
• Patient loading and unloading;
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• Safety in and around the helicopter;
• In-flight emergency procedures;
• Emergency landing procedures;
• Emergency evacuation procedures;
• Efficient and safe communications with the pilot; and
• Differences between day and night operations, if appropriate.
b. Recommended Additional Medical Personnel Training. In addition to these required briefing/training subjects, training in the following topics has been identified through industry best practices as fostering crewmember proficiency and safety:
• External power unit (EPU) door and cart;
• Medical equipment – loading and unloading/securing;
• Oxygen system and outlets;
• Audio panel and headsets;
• Lights and vents;
• Cabin cleaning;
• Emergency locator transmitter (ELT);
• Emergency fuel shutoff; and
• Radios –VHF, FM, 800 megahertz (MHz).
4-5. OCS TRAINING. OCCs are staffed during all hours of HAA operations by one or more OCSs, trained to provide a wide range of operational support for the certificate holder’s HAA operations. At a minimum, OCSs are required to communicate with pilots, provide weather briefings, monitor flight progress and participate in the preflight risk analysis completed by the pilot (refer to § 135.617). This does not end their involvement in risk analysis, which is a continuous process until the flight is completed. OCSs must be trained in their duties and responsibilities, including duty-time limitations as developed by the certificate holder. By mirroring training requirements of § 135.619(b) into existing staff members and creating standard operating procedures (SOP) scalable to the size of the operation, it is possible for a small operator, with minimal expense, to increase the safety of their HAA operations.
a. HAA OCS Training. Section 135.619(d) establishes the requirement and § 135.619(f) establishes the minimum training for HAA certificate holders operating 10 or more HAAs.
Certificate holders operating fewer than 10 HAAs are encouraged to use the same training in all HAA operations.
(1) Preferably, although not required, HAA OCSs should be trained as helicopter pilots and, ideally, be highly experienced HAA pilots.
(2) Before performing the duties of an OCS, each person must satisfactorily complete the certificate holder’s FAA-approved OCS initial training program. Initial training must include a minimum of 80 hours of training on the topics required in § 135.619(f).
(3) Each OCS must complete a minimum of 40 hours of recurrent training, every 12 calendar-months after satisfactory completion of initial training.
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b. OCS Prior Experience. A certificate holder may reduce the regulatory requirement of 80 hours of initial training provided the individual has certain prior experience. The training may be reduced as appropriate but not less than a minimum of 40 hours. It is recommended that the certificate holder perform a training needs assessment to determine what training requirements (per § 135.619(f)) may not be needed for all for persons who have obtained, prior to beginning initial training, a total of at least 2 years of experience during the last 5 years in any one or combination of the following areas:
• Military aircraft operations as a pilot, flight navigator or meteorologist;
• Air carrier operations as a pilot, flight engineer (FE), certified aircraft dispatcher or meteorologist; or
• Aircraft operations as an air traffic controller or flight service specialist.
c. Training Requirements. OCS training requirements are specified in § 135.619(f).
Other requirements, as determined by the Administrator to ensure safe operations, may be added, depending upon each individual HAA operator’s circumstances. In addition to required initial and annual training, it is recommended that recurrent training include carrying out periodic emergency procedure drills. Recurrent training and checking must be accomplished before the end of the 12th calendar-month since the last check was accomplished.
d. Testing. OCSs must pass an FAA-approved knowledge and practical test given by the certificate holder on topics required in § 135.619(f). If an OCS fails to satisfactorily complete recurrent training and checking, within this time, the individual may not perform OCS duties until the training and checking is accomplished. There is no provision for a grace period.
Requalification of OCS following a lapse may be accomplished by satisfactorily completing the recurrent training and checking. In the event of a test failure, the OCS retest must be proceeded by retraining in the subject areas missed and retesting should cover all subject areas.
NOTE: Effective April 22, 2016, all certificate holders authorized to conduct HAA operations with 10 or more HAA-capable helicopters assigned to the certificate holder’s OpSpec must have an OCC. (Refer to § 135.619.)
4-6. COMMUNICATIONS SPECIALISTS TRAINING. Information on communications specialists and their training is provided in the current edition of AC 120-96, Integration of Operation Control Centers into Helicopter Emergency Medical Services Operations.
Communication specialists may be employed by the HAA operator, a hospital, and ambulance dispatch center or local law enforcement entities (e.g., local public safety or 911 dispatchers).
a. Training. There are no regulatory qualifications requirements for communication specialists. Employers should provide sufficient aviation-specific training to permit them to perform their intended functions and to know what their limits of authority may be.
Communication specialists not employed by the certificate holder, that provide services through either contract or agreement, must be trained in accordance with the certificate holder’s approved training program. It is recommended this training would include portions of the OCS training curriculum described above.
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b. Third Party Training Providers. Certificate holders may employ outside training resources to provide consistent training to communication specialists, providing the contractor and their training syllabus are approved by the certificate holder.
4-7. GROUND PERSONNEL TRAINING/ORIENTATION. The FAA recommends that HAA operators develop a training program for hospitals, first-responders and law enforcement personnel that includes:
a. LZ Area Evaluation. LZ area evaluation to include size, surface, suitability of terrain, hazard/obstacle identification and the effects of rotor-wash.
b. Use of Visual Cues. The use of visual cues for positioning and parking the helicopter
(e.g., standard hand signals and communications).
c. Methods of Lighting. Methods of lighting night landing zones, ground/vehicle lighting considerations, and discipline related to NVG operations.
d. Safety. Personal safety in and around the helicopter, including an overview of FAA rules and safety measures for the specific helicopters that are operated by the certificate holder.
e. Loading/Unloading with Helicopter Shut Down. Loading and unloading with the helicopter shut down.
f. Loading/Unloading with Helicopter Running. Loading and unloading the helicopter with rotors and/or engine running, including the use of a tail rotor guard or lookout.
g. Emergency Landing Procedures. Emergency landing procedures, such as emergency shut-off procedures, securing equipment, etc.
h. Other Emergency Procedures. Emergency procedures for handling fuel leaks, helicopter fires, fire suppression and other situations requiring an emergency response.
i. Helicopter Evacuation Procedures.
j. Other Procedures. Other procedures for day/night operations into and out of an unimproved landing site.
NOTE: The Aeronautical Information Manual, chapter 10, 10-2-3 provides information that may be helpful in planning outreach training. Additionally, several industry publications are available to provide information on training for LZ operations.
4-8. MAINTENANCE PERSONNEL TRAINING.
a. Training. Maintenance personnel participating in HAA operations should receive training to meet specific needs unique to these operations. This includes the mounting and maintenance of medical equipment, non-aviation radios and other communications equipment and the scheduling and performance of maintenance to facilitate the demands of either scheduled
Par Page 40 or non-scheduled HAA operations. Training of maintenance personnel is required in accordance with § 135.433.
b. Supplemental Training. Maintenance personnel should be trained on servicing and maintaining medical oxygen systems and other equipment as required. Training should include biohazard control and mitigation associated with HAA operations.
NOTE: Recurrent training (and its documentation) is recommended for all maintenance personnel in addition to initial training.
4-9. CRM TRAINING. Flightcrews may experience high stress levels in HAA operations.
CRM training is intended to prevent inappropriate actions and decisions during periods of stress.
HAA operators should implement CRM training that builds effective integration and coordination during routine flight operations as well as including issues such as the use of medical personnel to supplement flightcrew, as appropriate during emergency operations including IIMC recovery, and non-emergency operations including NVG operations and flight into unimproved LZs, etc. Due consideration should be given to the over-riding medical care priorities that medical personnel serve when training medical personnel in aviation related activities. Refer to the current edition of AC 120-51, Crew Resource Management Training.
4-10. AIR MEDICAL RESOURCE MANAGEMENT (AMRM) TRAINING.
a. General. The purpose of an AMRM training program is to create a shared safety culture, between customer management and HAA operator management cooperatively bringing together HAA operators and medical organizations. Clearly defined and consistently implemented operating philosophies, policies, safety culture, best practices and procedures should be reflected in training to create an understanding of authority and responsibility of all levels of the involved personnel. Refer to the current edition of AC 00-64, Air Medical Resource Management, to identify training issues.
b. Shared Training. Aviation and medical management personnel should collaboratively and explicitly define the safety responsibility and authority of managers and subordinates.
Shared AMRM training provides a common language and understanding to enable appropriate safety communication, responsibility and authority, within both HAA operators and medical organizations (and others as appropriate). Ideally, AMRM training should not be limited to the classroom but include engagement with high-level decisionmakers, including medical or hospital management.
4-11. JUDGMENT AND DECISIONMAKING TRAINING. Crewmember judgment is the mental process by which the crewmember recognizes, analyzes, and evaluates information about himself or herself, the helicopter and the external environment. Industry best practices recognize that judgment and decisionmaking can be developed and improved with training. Pamphlet DOT/FAA/PM 86 45, Aeronautical Decision Making for Helicopter Pilots, is a recommended tool to improve aeronautical decision-making (ADM).
a. Topics. Decisionmaking training should include topics such as LFA, refueling locations, terrain, local weather patterns, aircraft characteristics and capabilities and medical equipment. Emphasis in training should be placed on identifying and addressing the types of
Par 4-11 Page 41 (and 42) decisions likely to be required by the specific needs of HAA operations. This includes, for example, training in the decisionmaking process involved when changing weather conditions might dictate a route change or termination of flight.
b. Risk Analysis. Risk analysis is an integral component of the decisionmaking process.
It must be trained for, understood and practiced by HAA crewmembers before and during all flight operations.
c. Decisionmaking Training. Emphasizes that the best practices in the industry reflect that the medical condition of the patient should not be a factor in the PIC decision to accept or decline a flight and should not be briefed to the PIC in advance of the decisionmaking process.
d. Management Personnel. Management personnel should participate in the certificate holder’s training program. Management personnel should be familiar with the ADM process.
Knowledge of appropriate FAA regulations and guidelines related to safe operations is essential.
(See Chapter 8.)
e. Human Factors. The operator must effectively address human factors that have the potential to affect HAA operations. (Refer to § 135.330.)
Par 5-1 Page 43 CHAPTER 5. EQUIPMENT
5-1. THE HELICOPTER AIR AMBULANCE (HAA) HELICOPTER. The selection of a suitable HAA helicopter (and its subsequent modification) will include considerations exclusive to the HAA operating environment. An applicant should identify, in their initial application, any specialized flight operations equipment that will be aboard the helicopter(s) used for HAA operations.
a. Weight and Performance of HAAs. An operator should consider the effect of the significant added operating weight associated with even a basic HAA helicopter’s mission-specific modifications including equipment such as a Helicopter Terrain Awareness and Warning System (HTAWS), radio altimeter, and Flight Data Monitoring System (FDMS). In addition, weight penalties are associated with an aeromedical interior, medical equipment and supplies, and provision for medical personnel and their personal gear. Equipment such as Night Vision Imaging System (NVIS), satellite communication (SATCOM), position tracking and reporting systems and possibly equipment supporting instrument flight rules (IFR) capability provides additional operational capability but further reduces helicopter payload and performance.
b. Control and Use of HAAs. By regulation (Title 14 of the Code of Federal Regulations (14 CFR) part 135, § 135.25), the certificate holder is required to have control and exclusive use (including maintenance) of at least one aircraft to be used in part 135 service. Helicopters used in HAA operations may be owned or leased by the certificate holder. In the case of leased equipment, the lessor may be the certificate holder’s customer (hospital group or community).
This common industry practice may introduce operations control complications unless the lease is executed in a manner that transfers operations control unequivocally to the certificate holder.
Operators should be on guard against the potential of perceived operations control retention by the lessor. This practice has historically led to undue pressure on the operator during flight risk analysis and flight authorization decisionmaking processes.
5-2. EQUIPMENT REQUIRED BY REGULATION FOR HAA OPERATIONS.
a. Radio Altimeter. A Federal Aviation Administration (FAA)-approved radio altimeter or an FAA-approved device that incorporates a radio altimeter, is required and must be operational unless otherwise authorized in the certificate holder’s approved minimum equipment list (MEL). Specifications for radio altimeters under this requirement are in § 135.160. Operators should establish and document procedures to be followed if operations are conducted with an inoperative radio altimeter in accordance with an MEL. Incorporating procedures such as requiring increased ceiling and or visibility and limiting flights where white out, brownout, or encounters with flight light conditions may be possible may mitigate risk. Inoperative equipment should also be addressed as a risk analysis factor as discussed in appendix A of this advisory circular (AC).
NOTE: The FAA may authorize deviations for certain helicopters (maximum gross takeoff weight no greater than 2,950 pounds) unable to incorporate a radio altimeter. (Refer to § 135.160.)
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b. HTAWS. An HTAWS that meets the specifications of FAA Technical Standard Order (TSO) C-194 and RTCA DO-309 must be installed and operational in all HAA helicopters. The operator’s manuals or other documentation must specify appropriate procedures for the use of this equipment, including the proper flightcrew response to audio and visual warnings. There is a process for operators with HTAWS covered by a deviation under § 21.618 to meet the regulatory requirements of § 135.605. The HTAWS requirement becomes effective on April 24, 2017.
c. FDMS Capable of Recording Flight Performance Data. To meet the requirements of § 135.607, the operator must install an FAA-approved FDMS in each HAA. In this context, “approved FDMS” means only that the installed FDMS be capable of recording “flight performance data” including at minimum: Latitude, Longitude, Barometric Altitude, and Date/time of recording, once per second and have sufficient memory to retain these data over 4 hours of flight time. The FDMS is approved by Supplemental Type Certificate (STC), design review, or field approval, depending upon the complexity of the installation, the interface between the FDMS and other systems installed aboard the aircraft, and that it poses no hazard to other onboard equipment, nor any hazard to occupants. Beyond the minimum parameters, additional parameters recorded by the FDMS are at the discretion of the operator. Retention and use of recorded data is also at the discretion of the Operator. The FDMS requirement becomes effective on April 23, 2018. The FDMS is not to be confused with a flight data recorder (FDR) certified under § 27.1459, though an FDR would be acceptable to meet the FDMS requirement.
(1) The FDMS must operate from the application of electrical power prior to engine start until the removal of electrical power after termination of the flight (refer to § 135.607). The FDMS design should be compliant with Design Assurance Level D (DAL-D) as set out in the latest revisions of both RTCA DO-178 (for software development) and RTCA DO-254 (acceptable airborne electronic hardware development standards). FDMS inspection and maintenance should be conducted in accordance with the manufacturer’s instructions for continued airworthiness (ICA). Additional information is in AC 27-1B MG 6, Miscellaneous Guidance (MG) for Emergency Medical Service (EMS) Systems Installations.
(2) The operator determines and maintains the FDMS data stream format and parameter documentation. The operator is responsible for determining:
• Parameters(beyond the minimum direct parameters of latitude, longitude, barometric altitude, and date/time of recording) that are recorded and which are derived from recorded data;
• Latency (how frequently each recorded parameter is recorded);
• Bit resolution of each parameter;
• Operational range of each parameter; and
• Conversion algorithms from digital or analog signal units to engineering units.
(3) Information may be directly recorded or may be deduced from recorded data
(e.g., continually updated three dimensional Global Positioning System (GPS) location data may yield ground speed, heading and course being flown and altitude). The FDMS should record digital or analog raw data, images, cockpit voice or ambient audio recordings or any combinations thereof which ideally yield at least the following flight information:
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• Location;
• Altitude;
• Heading;
• Speeds (airspeed and groundspeed);
• Pitch, yaw, and roll attitudes and rate of change;
• Engine parameters;
• Main rotor RPM;
• Ambient acoustic data;
• Radio ambient audio; and
• Any other parameter the operator deems necessary (e.g., high definition video recording looking forward including instrument panel and forward cockpit windshield view, intercommunications system (intercom) between pilot and medical crew, communications with air traffic control (ATC), OCS, base operations, first responders at scene, hospital, etc.)
(4) The FDMS should have sufficient non-volatile memory to record flight performance data over the course of an entire flight operation. FDMS data should be retrieved periodically and the resulting information be used for Safety Assurance (SA) programs such as flight operations quality assurance (FOQA) at the discretion of the operator. The recording memory capacity of the FDMS would correlate directly to the maximum data retrieval period.
(5) Though the FDMS is not required to be hardened or crash worthy such as an FDR, it should be able to endure extreme environmental conditions including storage and operational use temperatures, the forces applied during an accident, post-impact water immersion, and to a limited extent, to high heat or fire. Refer to AC 27-1 and RTCA DO-160 (current revisions) for test and analysis options.
d. Additional Equipment Required for HAA Overwater Operations. Except for takeoff and landing, or unless operations specifications (OpSpecs) allow otherwise, overwater operations beyond autorotational distance from the shoreline requires the following special equipment to be aboard the HAA. Refer to the appropriate Title 14 of the Code of Federal Regulations (14 CFR) section. Requirements can be found in §§ 135.168, 135.183 and 136.1.
(1) Approved life preservers, equipped with an approved survivor locator light, must be carried aboard all part 135 helicopters, including HAA, for each occupant. Each occupant must wear a life preserver when the flight operates beyond an autorotational distance from the shoreline. The exception to this requirement is when wearing a life preserver would be inadvisable for medical reasons as determined by medical personnel.
(2) A 406 megahertz (MHz) emergency locator transmitter (ELT), with a 121.5 MHz homing capability and approved batteries must be installed in the HAA. This ELT must meet the TSO and RTCA standards listed in § 135.168(f).
5-3. MEDICAL EQUIPMENT FOR HAA OPERATIONS. Part 135 certificate holders conducting HAA operations will utilize equipment associated with medical transport.
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a. HAA Interiors. HAA interiors are typically lined with washable panels, edge sealed to prevent leakage of fluids into interior spaces beneath the subfloor. Interlocking and sealed flameretardant and moisture-resistant interior panels be designed in accordance with 14 CFR parts 27 or 29 would meet the requirements of an STC.
b. Stretchers (Litters). Stretchers should be designed and FAA-approved for HAA use.
Refer to part 27, § 27.561 and part 29, § 29.785 for further information. Restraining devices, including shoulder harnesses, should be available to ensure patient safety.
c. Medical Oxygen Systems. Medical oxygen and nitrous oxide for patient use may be delivered via compressed gas systems consisting of high pressure compressed gas cylinders, regulators, valves, and plumbing; cryogenic liquid oxygen systems consisting of an insulated reservoir tank instead of high pressure compressed gas cylinders and the rest of the downstream equipment mentioned above; and molecular sieve oxygen concentrators. In all cases, the installation must utilize only FAA-approved components installed in accordance with the manufacturer’s STC and field approvals as appropriate to the system chosen. Servicing of permanently installed medical oxygen systems should be delegated to appropriately trained flightcrew members or maintenance personnel. Removal, replacement, and securing of portable oxygen systems may be accomplished by appropriately trained medical personnel.
d. Medical Portable Electronic Devices (MPED). MPEDs, such as Automated External Defibrillators (AED), airborne patient medical telemonitoring (APMT) equipment and portable oxygen concentrators (POC), authorized by Special Federal Aviation Regulation (SFAR) 106, should be designed and tested to meet requirements in accordance with the current edition of RTCA/DO 160, section 21, Category M (as referred to in paragraph 1-7 of this AC.) For further information, refer to the current edition of AC 91-21.1, Use of Portable Electronic Devices Aboard Aircraft.
e. Supplemental Lighting System. Standard aircraft lighting may not be sufficient for adequate patient care. Some HAAs may require additional lighting. The cockpit must be shielded from light emitted from the patient area during night operations. Any supplemental lighting must be compatible with an NVIS installation. HAA industry best practices suggest, where possible, installing an emergency lighting system with a self-contained battery pack to allow for continued patient care and emergency egress from the helicopter in the event of a primary electrical failure.
f. Electric Motor-Driven Medical Devices. Medical equipment attached and secured to a mounting inside the HAA should have electric motors thermally protected and isolated against inadvertent overheating to reduce fire hazards. Electrical motors should also be fitted with shielding and filters as necessary to prevent conducted and radiated electromagnetic interference (EMI).
g. Electrical Power Generating Capacity. For each HAA equipped with multiple electrically powered auxiliary systems, an analysis of generating capacity against power consumption should be performed and documented. The operator must be able to meet § 135.159 regulatory requirements.
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5-4. RECOMMENDED EQUIPMENT FOR HAA OPERATIONS. Other equipment may also be installed on HAA aircraft such as: a helicopter-approved searchlight, specialized communication equipment for coordination with ground responders, NVIS with STC or manufacturer approved NVIS compatible interior lighting, SATCOM, and aircraft position tracking equipment.
a. Helicopter-Approved Searchlight. Industry best practices are that a HAA should be equipped with a high-powered mounted searchlight manipulated by the pilot, having a minimum traverse of 90 degrees vertical and 180 degrees horizontal and capable of illuminating a landing site. The pilot should be able to fly hands-on with the helicopter flight controls while operating the searchlight.
b. Communications with Hospitals and First Responders. In addition to the radios required for ATC and communication with the Operations Control Center (OCC), a radio capable of air-to-ground communications is recommended to ensure coordination with ground personnel (e.g., hospitals, personnel on the scene, police or fire department).
c. Intercommunications System (intercom). An intercom should be provided for pilots and medical personnel to communicate with each other aboard the helicopter. The intercom should provide for isolation of pilot from crew and crew from pilot, with an over-ride in case of an emergency that either party wishes to advise the other about.
d. Wire Strike Protection System. A wire strike protection system is a recommended safety enhancement modification if it has been type certificated (TC/STC) for installation on the specific make, model, and series (M/M/S) of helicopter.
e. Pyrotechnic Signaling Device(s). Recommended to be aboard in a conspicuously marked location easily accessible to HAA occupants.
5-5. EQUIPMENT INSTALLATION EVALUATION FOR HAA OPERATIONS. Any equipment installed onboard a helicopter should comply with the data in AC-27-1B MG 6 and be installed in accordance with the current edition of AC 43.13-2, Acceptable Methods, Techniques, and Practices—Aircraft Alterations; 14 CFR part 43 and part 135 subpart J.
a. Equipment Installation General Considerations.
(1) Equipment installed in racks should meet the G loading requirements imposed by normal flight and an emergency landing, using approved data provided by the equipment manufacturer. Industry best practices suggest that rack mounting is considered preferable to other mounting approaches, such as attachment to FAA-approved poles or other mounting devices. Medical equipment mounting structures in racks should be installed so that equipment that has been attached to them it may be readily removed to accompany a patient.
(2) Mounting structures attached to the aircraft, regardless of type, should be installed and removed by FAA-authorized personnel. A HAA operator should document instructions for removal and replacement of such equipment. The installation of additional equipment following issuance of a STC or field approval is normally done using instructions and operational supplements. Weight and Balance (W&B) data and ICA should be included. Consider also