Aerial Product Application

Initial and ongoing training on situation awareness, hazard identification and CRM is to be given and documented in relation to this procedure. (Photos still to be attached)

Most farms have a usual spot or multiple usual spots from which we load.

If you do not know where these are, communicate with the farmer and find out where a good source of water is.

It can be a creek, river, pond, tank or trough, but must be able to provide water that is free from too much sediment or other contaminants, and have more than sufficient capacity for the job.

It should not be too near steep drop-offs, stock, environmentally sensitive areas, or any electrical or other hazardous areas.

Upon exiting the road or highway onto private property, ensure you maintain a 20kph or less speed while you are on farm.
Go to the location indicated on the job booking, and greet the client (or their representative) with your name and a handshake. If there is a sign in requirement for the property, ensure this occurs.
Check the wind, weather and site conditions at the loading area and report these to the pilot.
The nominated load site MUST be clear of wires and debris.
- Helicopters must always approach and depart their load sites INTO THE WIND. That means needing to have sufficient clearance of wires in EVERY direction.
- If loose bale wrap or any other similar item is anywhere near where the helicopter is required to work, it is a hazard. Pay attention to any paddocks which may have had baleage put into them, or fences that may show debris entangled.
- If the conditions are deemed not right by the pilot, but the client still wants to go ahead with the job, get them to sign the Risk Declaration booklet.
If the pilot has yet to arrive, and if you have not already been given a work required map and/or a hazard ID map, get these from the client/representative. If the pilot has arrived, they will take care of this step.
- - A verbal run-down of hazards is acceptable, but notes must be taken by you. (See Site Hazards Policy)
  - Ensure stock movements and any environmentally sensitive areas are included in this information.
Unload the Ute and set up the gear.
Always throw the lie-flat hose away from the helicopter space and towards the creek. This minimises the risk of either hitting the machine or putting the hose through the rotor.
Always close the valve on the end tap before starting the pump.
Ask the pilot about chemical rates, the mixture required, and the amount of water to use.
Once the pilot gives you the go-ahead you can then start the loading process.

BS - Spraying Operations. (TO BE ADDED TO - A LOT)

The Support Vehicle is considered to be a safe zone within your controlled site, as that is where you will be mixing the chemical.

Most chemicals will be mixed into a 5 or 10 litre mixing jug, to be added to the pod with the water.

Depending on what chemical you are using, this will decide whether you add the chemical before or after the water. Some chemicals foam more than others. (Refer to adding order card)

You should have already confirmed with the pilot how much liquid will need to go into the pods. This will be determined by the flow-meter.

While the chopper is away, you will mix up another chem load. (LOTS NEEDED IN HERE YET - safety stuff etc.

When the machine is away, always keep an ear out for the radio in case the pilot is trying to get a hold of you.

When the machine is coming into land for another load, always maintain a safe distance.

Make visual contact with the pilot before advancing on the helicopter.

Once you have filled the pod, make visual contact with the pilot and let him know that it’s full.

He may give you a thumbs up or he may need to tell you something.

If the pilot indicates that’s fine, then when you are back in the safe zone, give them a thumbs up or something similar to let them know they are good to take off.

Mix the next load, and repeat.

D

Daily Flight Record / Spray Diary

Generally speaking, each job for each client has its own DFR/SpD. A job site is not to be left, until all aspects up to and including step 4 have occurred.

Just before taking off, record:
- The date, the Machine being used, and the current Hobbs
- Pilot name and any other POBs names
- Purpose of the flight, the area headed to
- Place and time of departure
Upon landing at your destination, record the following:
- Time landed
- Product to be applied and rate required,
- Any water required, and quantity needed per hectare
- Relevant weather, hazard, and any other job related information
- Client name and the number of any signed Risk Declaration form
When product type or application rate changes (same client), record the following on the same DFR/SpD (if there is room):
- Final time at last rate
- New type and/or rate information
- New take off time and location
When final load is complete, record the:
- Job end time and totals for flight times, product applied and/or charged.
- If flying to another client, note the end Hobbs for this client and then go back to step 1. Otherwise, see Step 5.
Once parked up for the day:
- Note parking location, ferry details (as appropriate), the flight totals for the day and the final Hobbs.

Daily Flight Record / Spray Diary example sheet

F

Flight Preparation and Planning

Pre-flight Information

The pilot shall obtain, and become familiar with, all information concerning the flight including the following:

appropriate meteorological information; and
- the fuel requirements; and
- the status of communication facilities likely to be used; and
- the current condition of aerodrome or landing places; and
NOTAMS as applicable.; and
notification of dangerous goods, if applicable.

Items highlighted in sub paragraphs a), e) and f), marked with an asterisk, shall be carried in the aircraft during the flight. Item (4) of Part 91.217 is not applicable to the operations conducted by HeliOps Southland Ltd.

Pre-flight Inspection, Flight Manual and Placards

Before engine start, the pilot will conduct a pre-flight inspection of the aircraft in accordance with the aircraft’s Flight Manual, ensure that the carbon monoxide detector is serviceable and within applicable life limits, and ensure that all required documents are in the aircraft.

In accordance with Part 91.219, the pilot shall be familiar with:

the helicopter Flight Manual and comply with any limitations and instructions therein;
any placards, listings, instrument markings, or any combination thereof, containing operating limitations; and
all emergency equipment: axe, first aid kit, fire extinguisher installed in the aircraft, and the procedures to be followed for the use of them. If other crew members are on board, the PIC shall assign a crew member to operate the emergency equipment.

During the pre-flight procedure the pilot shall consider alternatives available to allow for weather or any other factors which may prevent the planned flight for being completed safely. These considerations are:

return to base; or
proceed to a suitable alternative landing site.

Flight Routes and Distances from Bases

All agricultural flight routes are dictated by client requirements. The majority of Air Operations conducted by HeliOps are flown within autorotative distance from shore. Due to this, there is no requirement to carry life jackets or other related equipment on most flights.

For air operations beyond autorotative distance but within 10 nm (+ autorotative) distance from the shore (HeliOps does not conduct flights beyond this), a life (preserver) jacket shall be worn by each occupant. The PIC is responsible for briefing passengers on the use of the safety equipment, and in the case of life jackets, a demonstration on their use shall be given.

Any routes into or through controlled airspace shall be subject to ATC clearance. Any deviation from clearance details or instructions shall be subject to prior re-clearance, or if required for the safe operation of the flight, ATC shall be notified of the deviation as soon as possible. Pilots shall make position reports as required by ATC.

Documentation

The duty pilot is responsible for ensuring a Spray Diary/Daily Flight Record is entered to show time spent in the air for each client. This record must also comply with the Agricultural details needed according to Part 137.

Flight Following

All flights made by HeliOps require flight following, the process for which is below.

Training, under the purview of the CEO, shall ensure that the person is competent to attend to the Flight Following documentation, and to act promptly and correctly in accordance with the Emergency Action Plans and Flight Following.

The Flight Following person shall remain on duty whilst any such flights are being undertaken, and communications with them (either office-based or site-based) shall occur in accordance with the Flight Following Plan.

The PIC must maintain a listening watch on the appropriate ATS frequency throughout any air operation.

FLIGHT FOLLOWING AND EMERGENCY 2019.pdf

H

Handling Emergencies

HeliOps emergency situation action plans are prepared by the Safety Systems Manager in accordance with Part 135.91. The Emergency Action Plan is retained in the office area at each site, and can be found here.

The pilot check and training carried out includes training and competency with these action plans. The CEO provides the training for all other HeliOps personnel.

P

Passengers: Contract Crew

NB: Where a passenger is on a flight as part of HeliOps aerial product application operations, they will be a wand-spray operator acting as a staff member or contractor for an agricultural operation, and therefore be considered Crew.

The duty pilot and/or trained ground staff are responsible for the control and briefing of anyone on board.

Crew Seat Restraint

Crew shall wear the approved seat harness at all times (shoulder harness or diagonal shoulder belt for crew members), and each person shall occupy a separate seat. The PIC may permit crew to unfasten the shoulder harness or diagonal shoulder belt when flying below 1,000 feet agl if this action is necessary for the performance of an essential function associated with the purpose of the flight.

Carry-on luggage shall be stowed and secured in such a way that it poses no risk of sliding forward under crash impact, or hinder evacuation in the event of an emergency.

Crew Weight

HeliOps uses “actual” weights to determine the weight of all persons on board. Except as described below, any goods and baggage to be carried in the aircraft must be weighed. The all-up weight of the aircraft is to stay within the aircraft weight limitations stated in the Flight Manual.

When operating from a remote aerodrome where it is not possible to establish actual weights of goods and baggage, the pilot must assess the weight of each item by lifting it briefly off the ground. If the estimated total weight of all items exceeds the amount that can be carried, items shall be offloaded until the pilot is satisfied that the maximum certificated all-up weight of the aircraft will not be exceeded.

Determination of CG

There are two methods used by HeliOps to ensure that the CG of the helicopter will be within prescribed limits:

prior calculations of CG position with various passenger, luggage and fuel weights which indicate that the CG limits are not exceeded (see App I pages 14A and B) and
confirmation of the correct CG position during a hover check prior to departure.

Crew Control - on the Ground

The pilot-in-command shall be responsible for all contracted crew in regards to:

clearance around the helicopter; and
provision of safety briefing, including location of equipment on board the helicopter, using HeliOps Passenger Safety briefing; and
assistance to board and disembark the helicopter keeping them clear of the rotors, if rotating, and other hazards.

Crew Control - In the Air

The pilot-in-command is responsible for the safety and well-being of all POB; to this end the pilot should keep crew adequately informed, and during an emergency make every effort to keep crew calm, and give instructions as applicable, while appropriate emergency steps are being taken. While crew are carried, no unusual, abnormal or practice emergency manoeuvres are permitted.

S

Site Check

Upon arrival to the site, check the map provided by the client. Confirm with the client (or their representative) that the map is current and lists all fixed hazards.

Conduct your own hazard assessment, from the Hazard Register pro-forma. Is there anything that needs to be noted on the ground? Is there anything that may be a hazard to the pilot flying in? If so, contact the Pilot and OM to advise them of it, and make a note of it for the client so they can update their information.

Site Control

The Pilot is the primary Site Controller, but when actively flying, the loader driver has the role. It is important that you inform anyone who will be onsite with or near you, of the requirement that they follow the instructions of the Site Controller. (This includes anyone who enters the site at any point.) Below is the information card that is in each machine. Ensure it is seen by anyone who will be on-site with you.

T

Top Dressing

Diagrammatic overview of Top Dressing Operation considerations

TD. Selecting an appropriate Loading Site

Initial and ongoing training on situation awareness, hazard identification and CRM is to be given and documented in relation to this procedure. (Photos still to be attached)

The best loading sites are (where ever possible) on flat ground, with metalled or similar surface, and having 3 metres of clearance on either side of any vehicle.

They should not be near creeks, rivers, ponds, steep drop-offs, stock, environmentally sensitive areas, or any electrical or other hazardous areas.

Upon exiting the road or highway onto private property, ensure you maintain a 20kph or less speed while you are on farm.
Go to the location indicated on the job booking, and greet the client (or their representative) with your name and a handshake. If there is a sign in requirement for the property, ensure this occurs.
If the pilot has yet to arrive, and if you have not already been given a work required map and/or a hazard ID map, get these from the client/representative. If the pilot has arrived, they will take care of this step.
- - A verbal run-down of hazards is acceptable, but notes must be taken by you. (See Site Hazards Policy)
  - Ensure stock movements and any environmentally sensitive areas are included in this information.
While the pilot is flying, the Ground Crew member is the Site Controller. This means all other persons on site are required to do as you say - including the client or their staff, any truck driver/s, and anyone else who is there. Have the Site Control Policy Document to hand.
The nominated load site MUST be clear of wires and debris.
- - Helicopters must always approach and depart their load sites INTO THE WIND. That means needing to have sufficient clearance of wires in EVERY direction.
  - If loose bale wrap or any other similar item is anywhere near where the helicopter is required to work, it is a hazard. Pay attention to any paddocks which may have had baleage put into them, or fences that may show debris entangled.
Positioning the loader is very important. The following must be considered in the order they are written.
- - The pilot will need to land the bucket in front of the loader, so there must be appropriate clearance, gradient and visibility to enable this to occur safely at all times.
  - The site should not impact adversely on the ongoing production or efficiency of the farm (stock get frightened by helicopters flying over them at low altitude).
  - The site must take into account any noise abatement requirements (eg. neighbours), and should ideally draw as little 3rd party attention as possible.
  - It should also be in the most efficient or cost-effective spot possible to enable delivery of product with minimal additional ferry.

TD. Loading from a Silo into the helicopter bucket

Confirm the correct silo and location with the client, and ask if there are any tricks or special steps required to access the silo.
Creep the loader up under the silo shoot and tilt the hopper so that it will catch the contents effectively.
Open the shoot door slowly. With luck, the fertiliser will be clean and will flow nicely.
- - If the slide is open and the product is not flowing freely, there will most likely be a bar there to use to unblock the shoot.
  - Put your safety glasses on, and proceed to dislodge any chunks of material blocking the shoot with the bar, until free-flow occurs.
Shut off the door at an estimated weight, check your scales, and adjust until the correct weight is achieved. Enter it into the accumulation weight for that job.
Slowly reverse clear of the silo.
Always ensure the slide is fully closed and no product is leaking. If necessary, secure the opening mechanism so it cannot be accidentally opened. This is good practice at the end of the job as well. We do not want to be responsible for a leaky silo!
Creep to the load site. Select 'neutral'.
As the helicopter approaches, visually scan the bucket to make sure the spinner is working , there are no signs of damage and no unusual objects or problems visible.
As the bucket is placed on the ground, select 'forward' and creep over to the bucket.
Once centred over the bucket, release the load into the bucket until the desired weight is reached.
Then shut the trap, make contact with the pilot to let them know the load is in, and while checking that the straps are all clear, reverse the hopper clear of the bucket.
Once clear, lower the hopper, and pause as the helicopter climbs away. As it does, keep a watch for any issues with its ascent, the bucket weighting, or the sling as the helicopter departs.
Only move the loader once the helicopter is a minimum of 20 feet away. Then creep back to the truck and repeat the previous steps.

Keep an eye on the total tonnage, and let the pilot know how things are progressing. Monitor the site for evolving hazards and weather.

TD. Loading from a Truck and/or Trailer into the helicopter bucket

Initial and ongoing training on situation awareness, hazard identification and CRM is to be given and documented in relation to this procedure. (Photos still to be attached)

Once an approved site has been chosen, (see selecting an appropriate Loading Site) establish a clear path with minimal bumps & turns from the load site to the rear of the truck. When the hopper is full, bumps and turns become greater hazards than when the hopper is empty.
Ensure the truck driver (and any other persons in the area) are aware of the site control information.
With the bucket lowered so you have full visibility, and with the truck driver visibly clear of any potential crush hazard areas, creep slowly towards the truck in low gear and position the hopper in the best place to catch the product while keeping it off of the ground.
Select 'neutral'. Ensure the scales are on horizontal, and the hopper is kept off of the ground while filling, so as to record an accurate weight.
At the designated weight (dependent on aircraft used), beep the horn to advise the truck driver to cease filling.
Wait for the truck driver to clear the area, select 'forward' and creep back to the load site.
Tilt the bucket up once in position, and raise it until the scales show.
Stop and sight the register weight, ensure the weight is within limits, and enter it into the accumulation weight for that job. Select 'neutral'.
As the helicopter approaches, visually scan the bucket to make sure the spinner is working , there are no signs of damage and no unusual objects or problems visible.
As the bucket is placed on the ground, select 'forward' and creep over to the bucket.
Once centred over the bucket, release the load into the bucket until the desired weight is reached.
Then shut the trap, make contact with the pilot to let them know the load is in, and while checking that the straps are all clear, reverse the hopper clear of the bucket.
Once clear, lower the hopper, and pause as the helicopter climbs away. As it does, keep a watch for any issues with its ascent, the bucket weighting, or the sling as the helicopter departs.
Only move the loader once the helicopter is a minimum of 20 feet away. Then creep back to the truck and repeat the previous steps.

Keep an eye on the total tonnage, and let the pilot know how things are progressing. Monitor the site for evolving hazards and weather.

TD. Refuelling a Bucket motor

Every time the helicopter gets fuel, so should the bucket. At any other opportunity, the fuel level should be checked - as should the general condition of the bucket.

Decant a 20L jerry of petrol into a smaller container for ease of usage.
Have the smaller container, the fuel and bucket, and the funnel ready to hand, and secured from the rotor wash.
Once the machine and bucket are on the ground, and the pilot gives permission to proceed, go over to the bucket, switch the engine of it off, and fill the motor using the funnel and small container. Do not fill it to the brim, as this is a potential fire hazard.
Once the fuel has been transferred, re-instate the fuel caps, gather the container and funnel and place them back in their designated secure location.
Give the bucket a visual once-over check, inside and out, to be sure that everything is working correctly and fit to continue.

Situational awareness is key.

Only operate in front of the helicopter where the pilot can see you.
Never operate behind a helicopter while it is running.
All loose items, including hats clothing etc need to be kept secure.
You should always keep the terrain and the rotors of the helicopter in mind; when on a slope the rotors are lower than otherwise.

TD. Sling Ropes

The rope attachment on the helicopter is to be checked before attaching the rope. Ropes are also to be checked for signs of damage or undue wear, and the (annual) certificate identifying each rope as having been checked shall be current . If doubtful as to the condition of the ropes, the pilot must consult the CEO and, if necessary, use new ropes.

The rope supplier, Cookes Ltd of Invercargill have issued Certificates of Test for ropes used by HeliOps Southland Ltd, the certificates are filed in the office. The date of the next (annual) scheduled inspection is entered on the White Board.

Any rope(s) not meeting the required standard will be replaced with rope(s) that meet the requirements.

W

Wand Spraying

Wand Spraying is:

where two people are actively working in the helicopter with their doors removed during an operation; the Pilot and the Wand Operator.
where the Wand Operator is applying agrichemical to a single ‘target weed plant’ at one time by spot spraying the target.
where the Wand Operator is a passenger performing an essential task in an agricultural operation (the operation of the Wand Spraying equipment), and as such can be carried under Part 137.

The purpose of using a Wand Spray option (rather than a boom spot or boom spray) is to

provide for absolute precision targeting, and the elimination of any non-desired contact.

WSp equipment used will:

- Be installed and operated in accordance with the Wand Spraying modification Flight Manual Supplement in the applicable Aircraft Flight Manual
- Be used with at least one cabin door removed
- Be used in conjunction with elements of the existing permitted spray system.

WSp Pilots must:

- Have had full training and assessment by an appropriate and current Category E Flight instructor operating under either a Part 137 or Part 141 certificate that authorises such training.
- Hold a current and applicable agricultural rating, and an aerial spraying rating for the category of aircraft being used, and
- Hold a current Pilot Chemical rating
- Have a demonstrable knowledge of aircraft performance and have been trained in all normal and emergency procedures relating to hovering out of ground effect at or near 90% of MAUW, with wind from various angles.
- Have demonstrated annual competency in accordance with CAR 61.707, including knowledge of, the aircraft used, to such an extent of being able to bring the helicopter to H.O.G.E. with sufficient height to permit a margin of error.
- Have been assessed within 12 months prior as being competent to handle any potential failures of hydraulics, governor, systems, or engines, as well as any loss of tail rotor authority.

WSp Wand Operator must:

- Preferably either hold a Pilot Chemical Rating or a Ground Crew Chemical Applicator qualification issued by an approved Training organisation.
- Also hold a Certified Handler Certificate.
- Be trained and briefed in accordance with wand spraying procedures, including all safety and emergency procedures appropriate to the operation.
- Be provided to HeliOps as capable and certified, as above, by the requesting client.

WSp - Operational Procedure - Requirements:

- All HeliOps Southland Ltd Staff are to be inducted on the use of the wand spraying in their induction for the company.
- Any visiting contractors and ground staff are to sign the HeliOps Visitor Induction form, (regardless of the amount of time they have been involved with the helicopter in the past) to show they have been briefed on the use of the wand and required safety aspects of the operation.
- HeliOps Southland Ltd’s temperature, wind and pressure limits for Wand Spraying are as follows:

Wind: 15kts Temperature Range : +4 - +25 Pressure: 1000hp minimum

- Where possible, the aircraft used for Wand Spraying will be one that allows for the Wand Operator to be seated behind the pilot, so that both persons are able to see the target and there is no likelihood of the Wand Operator inadvertently accessing flight control equipment. [1]
- Only one Wand Operator is to be carried on the flight to operate the wand.
- Only approved equipment is to be used.
- The wand MUST be controlled at all times, and have the safety rope attached, so it cannot come in contact with the rotor blades.
- The Pilot and Wand operator must maintain clear and ongoing two-way communication throughout the entire operation, or cease operation in the event that it is not possible.[2]
- The Pilot shall ensure that the operation is to be performed in accordance with CAR Part 137 and the Management of Agrichemicals NZS 8409:2004, Agrichemical User’s code of practice, and that the helicopter is operated in compliance with the Aircraft Flight Manual limitations in regard to doors off configuration.
- The pilot must be able to override the wand and be able to turn the spray off at any time.
- The chemical and rates will be decided by the contractor once the target weeds are identified, and HeliOps will be advised (in writing where possible). HeliOps responsibility is to apply as directed.
- All relevant personnel will be briefed no less than one hour prior to the commencement of any Wand Spraying operation, advising:
  - - That the Pilot in Command will have final say over all aspects of the operation, including the suspending of it due to weather, adverse conditions or any other factors that may become apparent.
    - That the headsets allowing for direct radio communication between the pilot and wand operator have been checked.
    - That the Pilot and Wand Sprayer have confirmed understanding of a few select hand signals (in the case of a radio failure)[3].
    - That contact details in case of an emergency have been provided to the flight follower/s.
    - That any specific instructions regarding locations to be sprayed have been discussed, a copy has been left with the flight follower, and any queries have been answered.
    - The toxicity, withholding and rates of application of the chemical/s to be used in the operation
    - That all required PPE, as appropriate to the chemical/s being used, is to be worn at all times.
    - How to lock the Spray Wand in its holder (for long distant flight)
    - That a safety briefing around the general use of the helicopter is required, and will cover:
      - Entry and exit of the machine
        The operation of the seat belt restraints applicable to the helicopter being used. These are to be worn throughout the entire operation.
        The location of all first aid equipment and fire extinguishers in the event of an emergency
        How to ensure loose objects are safely secured
        The location and operation of the ELT
        How to operate the aircraft radios
        How to shut off the spray gear safely and turn off the fuel
        How to shut down the aircraft, including operation of the fuel cut off valve in the event of emergency
        How to exit the helicopter on a slope safely
        The safe handling of the spray equipment to avoid a possible blade strike
    - That the locations of all cell-phones on board are known by both the pilot and wand operator, in the event of an emergency.
    - That the weather criteria and expectations for the job are on target.
- A flight path and spray area will be determined, and information passed to the flight follower/s.
- The Pilot and Wand operator will load the chemical mix into the helicopter spray-gear at the load site once a weight and balance has been completed[4].
- The Wand Operator’s door must be removed and kept off throughout the operation.
- The Wand Operator must keep their safety belt and harness fully fastened and secured while in flight.
- All pre-take off checks are to be completed in compliance with the Aircraft Flight Manual, including seatbelt restraints and wand operation/security requirements.
- All staff will be cognizant of Pilot and Wand Operator fatigue. A maximum of 6 hours flight time will be undertaken on any 1 day, with a break of no less than 30 minutes every 2 hours
- All ground crew must have direct communication with the aircraft
- Flight following will be via HeliOps Southland Ltd’s radios, cell phones if service is available, and via GPS live tracking. The helicopter will report in to HeliOps Southland Ltd’s office at least once every 2 hours as stated in our flight following procedure.

WSp: Operational Procedure - Application Process

1. Upon arriving at the target area, the pilot shall bring the helicopter to H.O.G.E. with sufficient height to permit a margin of area and determine that control can be maintained, and demonstrate that a minimum of 10% power surplus is available before moving closer to the treatment area.
2. The helicopter will approach the ‘target weed’ on the Wand Sprayer’s side.
3. Once the helicopter is stable and hovering, the pilot will give the “OK”[5] to the wand operator to spray the ‘target weed’.
4. When the spraying of the “target” is completed the wand operator will notify the pilot[6].
5. The next ‘target weed’ will be identified, and the process will begin again.
  - The Wand Spraying process will carry on until completed, the spray tank is empty, or re-fuelling needs to occur (some spray loads can last for 2 hours depending on density of “target” weeds)
  - At that point the pilot will land the aircraft and reloading and/or refuelling will occur as outlined in the SOP for that aircraft, as required.
  - During reloading and/or refuelling, the Wand Operator will follow the directions of the Pilot.
  - Once the operation is completed, the spray wand is to be secured into the holders on the side of the spray tank and pins installed.
  - On completion of the job, all HeliOps Southland Ltd staff and contractor staff will have a full debrief on the operation and document the outcome on the appropriate Spray Diary.
  - Any client debrief and documentation supply will occur as required.

[1] Lateral C of G limits must be considered if seating as above, with regard to the location of the pump and motor.[2] If the wand operator is seated behind the pilot, then hand signals cannot be used.[3] Ibid.[4] Weight and balance checks are done to ensure the operation is with flight limits[5] By the means already indicated at the pre-flight briefing, and always ensuring two-way confirmation.[6] Ibid.

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