Air transportation - Recommended practices for contracted air operations

Transcription

1 Air transportation - Recommended practices for contracted air operations Report No. 410 June 2008 International Association of Oil & Gas Producers

2 P ublications Global experience The International Association of Oil & Gas Producers has access to a wealth of technical knowledge and experience with its members operating around the world in many different terrains. We collate and distil this valuable knowledge for the industry to use as guidelines for good practice by individual members. Consistent high quality database and guidelines Our overall aim is to ensure a consistent approach to training, management and best practice throughout the world. The oil and gas exploration and production industry recognises the need to develop consistent databases and records in certain fields. The OGP s members are encouraged to use the guidelines as a starting point for their operations or to supplement their own policies and regulations which may apply locally. Internationally recognised source of industry information Many of our guidelines have been recognised and used by international authorities and safety and environmental bodies. Requests come from governments and non-government organisations around the world as well as from non-member companies. Disclaimer Whilst every effort has been made to ensure the accuracy of the information contained in this publication, neither the OGP nor any of its members past present or future warrants its accuracy or will, regardless of its or their negligence, assume liability for any foreseeable or unforeseeable use made thereof, which liability is hereby excluded. Consequently, such use is at the recipient s own risk on the basis that any use by the recipient constitutes agreement to the terms of this disclaimer. The recipient is obliged to inform any subsequent recipient of such terms. Copyright notice The contents of these pages are The International Association of Oil and Gas Producers. Permission is given to reproduce this report in whole or in part provided (i) that the copyright of OGP and (ii) the source are acknowledged. All other rights are reserved. Any other use requires the prior written permission of the OGP. These Terms and Conditions shall be governed by and construed in accordance with the laws of England and Wales. Disputes arising here from shall be exclusively subject to the jurisdiction of the courts of England and Wales.

3 Air transportation - recommended practices for air operations supervisors Report No: 410 June 2008

4 International Association of Oil & Gas Producers Table of contents Introduction 1 Scope & application 2 Recommended Practices 3 1 Organisation & Management Systems... 3 Management Systems... 3 Safety Management... 3 Quality Assurance...4 Emergency Response Aircraft Specification & Equipment Fit Flight Operations... 5 Organisation & Management... 5 Flight Crew... 5 Documentation...6 Line Operations - General...6 Weather...8 Passengers & Freight...8 Line Operations - Helicopters (as appropriate) Aircraft Performance Helicopter Performance (as appropriate)...12 Fixed-wing Performance (as appropriate) Crew Training...12 Management...12 Documentation & Facilities...13 Syllabus...13 Synthetic Training Devices Cabin Crew (as appropriate) Aircraft Engineering & Maintenance Organisation & Management Manuals & Documentation Contracted Maintenance Maintenance Programme Quality System...16 Training Programme...17 Tooling & Calibration System...17 Materials, Housing & Facilities References...18 Appendices 19 1 Hazard Identification...19 iv

5 Recommended practices for contracted air operations Introduction Accidents and fatalities experienced globally during air operations in support of the oil and gas industry show few signs of diminishing and the long-term trend has remained stubbornly constant. At its February 2005 meeting in Anaheim, the OGP Aviation Sub Committee (ASC) set a long-term goal of reducing the risks to oil and gas industry personnel transported by air. A reduction in individual air passenger risks of more than 80% from that currently experienced was envisaged, with a target of achieving levels of passenger safety more in line with global airlines. It is recognized that managing risks associated with air operations can be particularly challenging. The airborne environment is unforgiving and hazards can escalate rapidly. However, the OGP ASC believes that identified deficiencies in design and operation of aircraft must be addressed such that the safety performance of oil industry aircraft, designed and manufactured to more recent regulatory requirements and standards, and operated within a well-regulated business framework, can be improved significantly. The recently published Aircraft Management Guidelines (AMG) (Reference 1) is focused on providing guidance on many aspects of air operations to enable such improved standards to be achieved. However, it is recognized that the AMG was never intended as a contracting document in style or content and that the Safety Strategy (Reference 2) is more aspirational in driving forward the work of the ASC. These Recommended Practices are intended to bridge the gap between the two documents and provide succinct requirements which can be adapted easily for use as contracting documents and become also the basis of ongoing audit. 1

6 International Association of Oil & Gas Producers Scope & application These Recommended Practices are provided for the role of contracted passenger transportation in support of the oil and gas industry. They apply equally to aeroplane and helicopter operations except where separately identified. While most Recommended Practices will also apply in the specialist aerial support roles, and for single-engine operations, there may be variations for such roles and types. In these cases, further advice should be sought from the appropriate aviation adviser. For contracts of less than 12 months and involving limited monthly flying hour exposure, or for Ad-Hoc/One-time acceptance charter aircraft, lesser requirements may be agreed by the appropriate aviation adviser subject to risk assessment and mitigation. Although the Recommended Practices are for guidance only, with the use of the term should predominant, they have been written in a style aimed at easy adaptation for contract purposes. 2

7 Recommended practices for contracted air operations Recommended Practices 1 Organisation and Management Systems Management Systems 1.1 The Operator must comply with local and national regulations. Provided that the application of the recommended practices within this document remain within the law, they should be applied where they are more restrictive. 1.2 The Operator should have a functioning management system that has continuity throughout the organization, and provides positive control of the operation. 1.3 The Operator should have a system of documentation that provides for the dissemination of published information that is accurately represented and written in a language that can be understood by all personnel relevant to the operation, and is in accordance with applicable Regulatory requirements. 1.4 The Operator should have a system to ensure that there are published operating manuals (or policy and procedures manuals) for all safety critical areas of the organization. Safety Management 1.5 The Operator should formally and actively commit to a corporate policy that designates safety and quality as a fundamental priority throughout the operation. 1.6 The Operator should have a flight safety management plan, incorporated within a Safety Management System (SMS), which describes the philosophy, structure, responsibilities, resources and processes in place to prevent accidents and achieve safe operations. This should include aircraft maintenance and airworthiness, together with all supporting activities within the operation which impact safety of flight (see guidance at References 3 and 4). 1.7 The Operator, its management and personnel, should have a programme to ensure that action is taken to correct and prevent safety and quality non-conformities. 1.8 The Operator should have a process for the investigation of aircraft accidents and serious incidents. 1.9 The Operator should have a safety reporting system that permits feedback from personnel regarding hazards and safety related concerns, and includes analysis and action by management as appropriate to identify and address safety deficiencies The Operator should have a programme to ensure that personnel who perform work affecting the safety and quality of the operation maintain their competence on the basis of continued education and training, and, if applicable for a particular position, continue to meet specific regulatory requirements The Operator should have a process to ensure regular and periodic management reviews of significant and relevant safety issues arising from the accident prevention and flight safety programme The Operator should have a formal, documented programme for hazard analysis and risk assessment that has the flexibility to focus on aspects of unacceptable risk specific to flight safety. Note: See Appendix 1 for a listing of generic hazards considered existing within aircraft operations; it is recommended that these or an equivalent listing be considered for adoption and supplemented to reflect the variations inherent in different operations, roles and locations Where the necessary equipment has been fitted to the aircraft, the Operator should have a programme for the systematic download and analysis of electronically recorded aircraft 3

8 International Association of Oil & Gas Producers flight data for the purpose of identifying hazards, evaluating the operating environment, validating operating criteria and establishing training effectiveness. Such a Flight Data Analysis (FDA) programme should be non-punitive and contain adequate safeguards to protect data sources. Note: OGP Members strongly encourage the development of FDA programmess on contracted or owned aircraft. Such programmes encompass Flight Operational Quality Assuracnce (FOQA) and Helicopter Operations Monitoring Programme (HOMP). Quality Assurance 1.14 The Operator should have an internal evaluation programme that ensures the conduct of organization-wide internal audits encompassing all safety and quality critical operations, and includes planned auditing of processes, procedures, documentation, training and records. Results of previous audits, including implementation and effectiveness of corrective action, should be included within the scope of the programme The programme of the Operator should ensure that audit activities are scheduled and conducted at planned intervals to establish conformity with regulatory and management system requirements. Emergency Response 1.16 The Client and Operator should develop a clear statement of the interfaces between their Emergency Response Plans prior to commencement of operations under the contract. This statement should clearly identify the individual and mutual responsibilities with respect to notification of outside agencies, channels and centers of communication, co-ordination of humanitarian assistance to affected passengers, crew, personnel and their families, and process for liaison with accident investigators and outside emergency services The Operator should have a comprehensive, organization-wide Emergency Response Plan (ERP), containing defined interfaces with the Client s ERP, to facilitate the effective management of accidents and/or serious incidents, with the purpose of mitigating any impact on personnel and operations The ERP of the Operator should assign responsibilities to specific individuals; provide emergency procedures; control the notification of outside agencies; nominate channels and centres of communication; co-ordinate humanitarian assistance to affected passengers, crew, personnel and their families; provide in-house emergency response and effective liaison with accident investigators and outside emergency services The Operator should ensure that the ERP is rehearsed regularly, both to familiarize personnel and to reveal any deficiencies. 2 Aircraft Specification and Equipment Fit 2.1 The Operator should ensure that all Aircraft on long-term contract (12 months or more) comply with the specification and minimum equipment fit set out in Appendix 7 of the OGP AMG (Reference 1). 2.2 Where there exists an opportunity to enhance airworthiness and safety by selection of aircraft types, preference should be given to aircraft which meet the later amendment standards of the 14CFR/EASA design requirements, as shown in their Type Certificate Data Sheets. 2.3 If the Operator conducts long-range international flights, the Operator should ensure aircraft that operate such flights are equipped with a minimum of 2 Emergency Locator 4

9 Recommended practices for contracted air operations Transmitters (ELTs) with transmitters that operate on MHz and 406 MHz simultaneously. 2.4 If the Operator conducts international flights over land areas where search and rescue would be especially difficult, as designated by the state, the Operator should ensure aircraft that operate such flights are equipped with a minimum of one ELT with transmitter that operate on MHz and 406 MHz simultaneously. 2.5 Suitable first aid kits shall be carried on the aircraft. The kits shall be serviced as part of the aircraft role equipment at a period not exceeding one year. 2.6 The Operator shall ensure that only fire blocking materials shall be used to upholster seat cushions, seat covers, carpets and floor coverings as well as the internal trim. Seat cushions shall be re-treated prior to use after cleaning (See Reference 5 for further information). 3 Flight Operations Organisation & Management 3.1 The Operator should ensure that all policies, rules, instructions and procedures relevant to flight crew are described in the applicable parts of the Operations Manuals (OM) or in the flight crew bulletins (directives). 3.2 The Operator should use procedures and checklists developed and provided by the manufacturer, or shall have a process for modification of those procedures and checklists for implementation by the Operator. Such a modification process should ensure consideration and incorporation of human factors principles (See Reference 6 for ICAO Guidelines). 3.3 The Operator should require flight crew members, including instructors, examiners and line check airmen, whose native language is not the common language of the Operator, to demonstrate a level of proficiency in the common language of the Operator to ensure effective communication during the performance of duties. 3.4 If the Operator conducts flight operations for passenger transportation with single-engine aircraft, the Operator should have procedures that ensure such operations are conducted only in daytime with acceptable visual weather conditions, and on primary and diversion routes, that permit a safe forced landing to be executed in the event of engine failure. Flight Crew 3.5 The Operator should ensure that the flight crew are always certified and qualified in accordance with applicable regulatory requirements, to include: License(s)/certification; Medical fitness; Recency of experience; Specific qualifications (LVP, RVSM, others); The use of equipment (e.g. TCAS/ACAS, GPWS/EGPWS, HGS); Initial training and checking/line check/proficiency check/recurrent Training and checking; Right/left seat qualification; Type qualification (including operation on more than one type or variant); Airport and route competence (including special airports); Instructor/examiner/line check airman qualification; Crew Resource Management (CRM)/Human Factors; Dangerous Goods; Security 5

10 International Association of Oil & Gas Producers 3.6 The Operator should ensure that flight crew do not operate unless medically screened: At least annually, for all flight crew; As specified by the State. The Operator should have a defined process to maintain flight crew records. The process to monitor qualification records should include periodic audits of the pilot records. 3.7 The Operator should have requirements for flight crew recency of experience as follows: A pilot should not act as Pilot-In-Charge (PIC) of an aircraft unless, on the same type of aircraft within the preceding 90 days, that pilot has made at least three take-offs and landings in the aircraft type or in a flight simulator approved by the State. A co-pilot should not operate at the flight controls during take-off and landing unless, on the same type of aircraft within the preceding 90 days, that co-pilot has operated the flight controls, as PIC or as co-pilot, during three take-offs and landings or has otherwise demonstrated competence to act as co-pilot in an approved flight simulator. 3.8 Following more than 45 days absence from flying, aircraft commanders should fly on their first flight as co-pilot with another commander. 3.9 The Operator should ensure that no member of the flight crew works for periods in excess of those set out in the Air Operator s current Operations Manual which shall be approved by the Aviation Authority, and available for inspection at the Air Operator s bases The Operator should select and provide sufficient pilots for the efficient and safe accomplishment of the Services to be performed. Flying Duty Periods are to include those hours when a crew member is at work and should include time spent on administrative duties Pilots should maintain records showing cumulative totals and these records should be available for inspection by the Company. Documentation 3.12 The Operations Manual (OM) or other documents accessible to the flight crew should describe: The responsibilities of the flight crew with regard to the Minimum Equipment List (MEL) and Air Technical Log (ATL); The use of the MEL and ATL The Operator should require that an aircraft is not permitted to depart with a defect that has not been processed in accordance with the MEL. If an aircraft does not have an MEL, all items must be operational before flight The Operator should require that the PIC reports on every flight, in the ATL, all known or suspected defects affecting the aircraft The Operator should provide non-normal/emergency policies, procedures and checklists. Line Operations - General 3.16 The Operator should have procedures that require the use of checklists and compliance with operating procedures The Operator should outline CRM principles or Aeronautical Decision Making (ADM) for single pilot operations and state its commitment to the application of these principles by flight crew The Operator should provide guidance on the handling of Flight Data Recorders (FDR) and Cockpit Voice Recorders (CVR) (where fitted), to include the following: The FDR should not be intentionally switched off; 6

11 Recommended practices for contracted air operations The CVR should not be intentionally switched off, unless essential to preserve accident or serious incident-related data The Operator should have a stabilized approach policy that sets the parameters and includes the requirement to go around or overshoot if the parameters are not met The Operator should have a policy and procedure(s) that address flight crew incapacitation, including communications/co-ordination with cabin crew (where carried) The Operator should provide specific policies, procedures and task-sharing for rejected take-off, including low speed and high speed abort philosophy The Operator should provide procedures to enable flight and cabin crew members to deal with on-board medical emergencies The Operator should provide guidance to enable flight crew to determine minimum flight altitudes for all phases of flight The Operator should have a collision avoidance policy ( see and avoid ) that encourages the flight crew to maintain vigilance for conflicting visual traffic The Operator should specify when descent below the minimum safety altitude is permitted The Operator should provide information to enable flight crew to determine that airports, airstrips, heliports and/or helidecks of intended use are adequate, to include but not limited to: Applicable performance requirements; Runway/helideck characteristics; Air Traffic Service and communications; Traffic Advisories; Navigational aids and lighting as applicable; Weather reporting and forecasts; Emergency services, including temporary periods of reduced Rescue and Fire-Fighting RFF) Fuel Planning The Operator should define a pre-departure fuel policy and provide guidance to flight crew for calculation of minimum dispatch/departure fuel, to include at least taxi, trip, alternate (when applicable), contingency and reserve fuel. The following requirements should, as a minimum, apply. i) Instrument Flight Rules (IFR) Flight Plan Fuel should be sufficient for the leg to destination plus the leg to an alternate, plus 30 minutes holding fuel. A contingency should also be allowed for start-up and taxi. Note: Fuel computations for the leg to the alternate should be calculated at the low altitude cruise fuel consumption if this is likely to be the case. Holding fuel is computed at holding speed. ii) Visual Flight Rules (VFR) Flight Plan Fuel should be sufficient for the proposed route plus 30 minutes at the cruising speed consumption. A contingency should also be allowed for start up and taxi. Note: The above requirements are in addition to unusable fuel as listed in the aircraft Flight Manual. 7

12 International Association of Oil & Gas Producers 3.28 Alternates General The Operator should require that a suitable alternate airport be selected and specified in the Operational Flight Plan whenever the weather conditions at the airport of departure are at or below the applicable airport operating landing minima or it would not be possible to return to the airport of departure for other reasons. Use of offshore alternates for helicopters is discussed at Section Weather (see also AMG Appendix 6) 3.29 The Operator should require that flight crews monitor available weather information whilst en-route, to include the following: Destination; Destination alternate (if applicable); En-route alternate(s) (if applicable) The Operator should have policies and provide instructions on adverse weather operations, including, but not limited to: Thunderstorms and other adverse atmospheric conditions; Lightning avoidance; Turbulence; Contaminated landing surfaces, including the effect of type and depth of contaminants on performance; Sea state, where applicable; Cold and hot weather operations The Operator should provide a policy, instructions and procedures for wind shear avoidance and recovery (predictive and/or reactive) as applicable The Operator should provide instructions/procedures for wake turbulence avoidance, where applicable. Passengers and Freight 3.33 The Operator should provide guidance to the flight crew regarding the acceptance and/or handling of passengers in the cabin The Operator should ensure that passengers do not operate portable electronic devices in the cabin of the aircraft unless permission has been granted by the flight crew and authorized by regulation The Operator should ensure that the following topics are covered during the passenger preflight safety briefing: Use of normal exits and seat belts. Use of survival suit, hoods, gloves and re-breather (where applicable). Requirement to wear and use lifejackets, if installed. Brace position for emergency landing. Position and use of emergency exits. Position and use of liferafts, if installed. Position of the briefing cards, to be read. Position of the first aid kit and fire extinguisher. Position of portable Emergency Locator Ttransmitter (ELT), if installed. No smoking. Use of portable computers, telephones and electronic equipment. 8

13 Recommended practices for contracted air operations Danger of rotors and how to approach/leave the helicopter if rotors are turning. Draw attention to NO STEP areas (where appropriate) The validity of the aircraft safety briefing should be 24 hours, as a maximum, assuming that the type of aircraft and operator utilised remains the same type as originally briefed The Operator should have a published procedure for fuelling with passengers embarking, on board or disembarking that includes provisions for ensuring passenger safety and egress (if necessary) after a spillage or fire. The procedure should ensure two-way communication is maintained, either by the aircraft intercommunication system or other suitable means, between the ground crew supervising the refuelling and qualified personnel on board the aircraft No passenger should occupy a front seat of an aircraft or any seat where aircraft flight controls are installed or, unless the following conditions are met: The passenger is thoroughly briefed regarding precautions against inadvertent movement of the flight controls, use of crew emergency exits, and specific reference should be made to any switches or controls that may be vulnerable to interference. Airplanes - If readily removable, the flight controls should be removed from the affected pilot station when occupied by passengers. Helicopters - No passenger should occupy the front seat of any helicopter, unless the conditions below are met: 1) The cyclic and collective sticks have been removed from that seat position; and 2) the pedals have either been disconnected or blocked to prevent inadvertent control input; and the passenger is thoroughly briefed regarding precautions against inadvertent movement of the flight controls in the pilot s position The Operator should publish procedures for the calculation of passenger and baggage mass. The following guidelines apply: The weighing scales should be calibrated annually and located adjacent to the check-in desk. All checked-in baggage and cargo should be held in a secure and controlled area with access granted only to authorised persons. All checked baggage will be manifested at actual weight for all aircraft For airplanes with a maximum gross takeoff weight (MGTOW) less than 57 00kg, and all helicopters regardless of MGTOW, actual body weights (including hand carried baggage) should be used. At the discretion of both the Company and Operator (if authorized to do so by appropriate CAA), standard weights based on seasonal averages may be used when preparing a manifest for airplanes having a maximum gross takeoff weight in excess of 5700kg All cargo should normally be carried in a compartment which is separated from the passenger cabin, and equipped with an independent fire and smoke monitoring and extinguishing system. The Operator may permit the carriage of cargo with passengers in the aircraft cabin provided the cargo has been secured in position by authorised aviation personnel, that the cargo will not break loose during an accident or turbulence and that the maximum number of exits shall remain available for use in the immediate vicinity of passengers [Line Operations Helicopters] as appropriate 3.41 Alternates Helicopter Operations For an IFR flight departing to a destination which is forecast to be below the heliport operating minima, two destination alternates should be selected: the first should be at or above the heliport operating minima for destination; the second should be at or above the heliport operating minima for alternate. 9

14 International Association of Oil & Gas Producers The Operator should ensure that offshore alternatives shall not be used when it is possible to carry enough fuel to have an on-shore alternate. Prior to using offshore alternates the procedures and limitations should be published in the Operations Manual and permitted by regulation. Guidance is provided in the OGP AMG at Reference 1. Offshore alternates should not be used in a hostile environment Wearing of Survival Suits and Thermal Liners The Operator should ensure that for offshore flights when the sea temperature will be less than 10 C during the flight, or when the estimated rescue time exceeds the calculated survival time, as determined by the Risk Assessment/Safety Case, all persons on board should wear a survival suit approved for helicopter use. In some cases, a thermal liner may be necessary, as determined by sea temperature Wearing of Lifejackets and Homing Devices The Operator should ensure that for all over-water flights all persons on board shall wear constant wear-type lifejackets. Crew life jackets should also be fitted with a homing device capable of transmitting on the appropriate international and/or national aeronautical distress frequencies Motion Limits for Landing on Moving Decks The Operator should ensure that the Operations Manual includes a section specifying the pitch, roll and heave motion limits for the helicopter. The limitations should take into consideration operating limits for day and night operations and any variations applicable to the type of vessel being considered (e.g. drilling ships with differential positioning systems, semi-sub, large ship, small ship, oil tanker mooring buoy), and the location of the helideck (e.g. on small ships the bow deck, stern deck or amidships). The helicopter limits and any special procedures should be made available to the vessel operator and the contracting company and should be included in Safety Management Interface Documents Helicopter Rotor brake The Operator should ensure that the helicopter rotor brake is serviceable for flights to offshore locations. Except for flights back to base for rectification, an unserviceable rotor brake should not be an acceptable deferred defect Pilots Remaining at the Controls of the Aircraft The Operator should provide guidance to aircrew prohibiting pilots from leaving the controls of the helicopter unattended while either the engines are running or the rotors are turning Rotors Running Refuelling The Operator should ensure that, if it is an operational requirement to carry out rotors running refuelling, written procedures are provided covering pressure (closed system) refuelling and gravity refuelling and that personnel involved have received formal training. Rotors running gravity refuelling should only be used if the helicopter is unable to accept pressure refuelling and where local legislation permits. Procedures should be established to assure that the crew does not permit rotors running refuelling on offshore helidecks unless a fire guard wearing full fire protection clothing and equipped with a portable foam or dry powder extinguisher is readily available to assist in the event of a fire during the refuelling operation Radio Operators The Operator should ensure that, where it is a contractual requirement to provide a radio flight watch, the radio operators should be able to communicate in English, hold the appropriate radio license, or equivalent certificate, be completely familiar with aviation 10

15 Recommended practices for contracted air operations R/T terminology and have experience in aircraft operations and procedures. They should be completely familiar with the Operator s and the contracting Company s emergency and call-out procedures and should maintain a radio watch log whenever the Aircraft is airborne; intervals between position reports should not exceed 15 minutes. Operators providing flight following should have a voice recording system for all radio calls The Operator should ensure that passengers do not carry portable electronic devices in the cabin of a helicopter. 4 - Aircraft Performance 4.1 The Operator should provide guidance to the flight crew for determining aircraft performance for all phases of the flight. 4.2 The Operator should provide aircraft performance data for all departure, destination and alternate airports, to include: Maximum structural weights (taxi, take-off, landing); Take-off performance (accelerate-stop, close in obstacle) that ensures, when applicable, charting accuracy is taken into account in assessing adequate obstacle clearance for continuation of takeoff after an engine failure during multi-engine operations; Maximum brake energy (where applicable); Distant obstacles; Landing (minimum landing distance, go around). 4.3 The Operator should ensure that aircraft performance calculations consider all significant factors during all phases of flight, including: Aircraft weight (mass); Operating procedures; Pressure altitude; Temperature; Wind; Turbulence; Runway gradient; Runway contamination/braking action, if applicable; Obstacle data; NOTAMS (including airport NOTAMS); Minimum Equipment List (MEL)/Configuration Deviation List (CDL) information (If applicable) Aircraft configuration/operation. Runway length used for aircraft alignment prior to takeoff, if applicable. 4.4 The Operator should provide en-route aircraft performance data to include: A service ceiling such that the mass of the aircraft permits a rate of climb of at least 50 ft/min with the critical power unit inoperative at an altitude of at least 1000 ft (2000 ft in mountains) above all obstacles along the route within 10nm on either side of the intended track; Drift Down. 4.5 The Operator should provide all-engine take-off climb gradient information or guidance for calculation. 11

16 International Association of Oil & Gas Producers [Helicopter Performance] as appropriate 4.6 Helicopters with a passenger-seating configuration of more than 19 shall be operated in performance Class Helicopters with a passenger-seating configuration of 19 or less but more than 9 shall be operated in performance Class 1 or Helicopters with a passenger seating configuration of 9 or less may be operated in performance Class 1, 2 or 3, except that all twin-engine helicopters shall be operated in Performance Class 1 or Where operations are conducted to Performance Class 1, the take-off mass of the helicopter shall not exceed the maximum take-off mass specified for the procedure to be used and a rate of climb of 100 ft/min at 60 m (200 ft) and 150 ft/min at 300 m (1,000 ft) above the level of the heliport with the critical engine inoperative and the remaining power units operating at an appropriate power rating Where operations are conducted to Performance Class 2 the mass of the helicopter at takeoff shall not exceed the maximum take-off mass specified for a rate of climb of 150 ft/min at 300 m (1,000 ft) above the level of the heliport with the critical power-unit inoperative and the remaining power units operating at an appropriate power rating Where operations are conducted to Performance Class 3 the mass of the helicopter at take-off shall not exceed the maximum take-off mass specified for a hover in ground effect with all power units operating at take-off power. If surface conditions are such that a hover in ground effect is not likely to be established, the take-off mass should not exceed the maximum mass specified for a hover out of ground effect with all power units operating at take-off power. [Fixed Wing Performance] as appropriate Where turbine powered multi-engine aeroplanes are operated, they shall be capable of sustaining a 1% net climb gradient at or above lowest safe altitude with One Engine Inoperative (OEI) and flown using two pilots If it is necessary to contract piston powered aeroplanes, aircraft loading shall be restricted to ensure a net take-off flight path to clear obstacles by not less than 35 feet to a height of 1500 feet above the landing aerodrome, assuming the loss of an engine on achieving V-Broc (VY) (speed for best rate of climb) with retraction of the undercarriage and flaps complete and the propeller on the inoperative engine feathered. En-route performance planning for all flights shall ensure the capability of maintaining the minimum safe altitude for IFR flight over the route to be flown or any diversion from it, with one power unit inoperative. Section 5 Crew Training Management 5.1 The Operator should require that all Instructors, Examiners, Line Check Airmen and flight crew, whether employed or subcontracted, are qualified and standardized for their assigned tasks, and are certified by the Company and approved by the State when required. 5.2 The Operator should provide State approved Ground, Flight Training and where applicable Examination programmes approved by the State, which require that all Instructors, Examiners, Line Check Airmen and flight crew (whether employed or subcontracted) are trained for their assigned tasks. 12

17 Recommended practices for contracted air operations Ground and Flight Training programmes should include: Initial; Recurrent; Transition (conversion); Re-qualification; Upgrade to Commander; Recency; Familiarization; Differences or other specialized training. 5.3 The Operator should have a process to support the introduction of: New policies, rules, instructions and procedures; New aircraft types, systems and fleet modifications/upgrades. 5.4 The Operator should establish a system of periodic audits of the training organization to include all contracted training provisions (e.g., facilities, personnel, programmes). 5.5 The Operator should monitor the results of all successful and unsuccessful Ground and Flight Training examinations and should use trend analysis for training programme improvement. Documentation and Facilities 5.6 The Operator should have a State approved Training Manual, which includes training programmes and syllabi. The content of the Training Manual should be updated to reflect current procedures and all operations personnel should have easy access to the applicable sections of the current Training Manual. Curriculum should include: ground training, simulator training, aircraft training, examination and certification, Line Flying under Supervision, and any specialized training. 5.7 The organizational structure of the Operator should require that all flight crew are trained and objectively examined according to published standards developed by the Operator and approved by the State. Objectivity and integrity should be maintained by the Operator by ensuring that: Training and examinations are conducted by separate organizations or by different individuals within the same organization; Instructors, Examiners, and Line Check Airmen are able to perform their work without inappropriate interference from management and/or external organizations. 5.8 The Operator should ensure that training facilities, devices and course materials shall reasonably reflect the configuration of the fleet(s) for which the respective training is being conducted. Syllabus 5.9 The Operator should ensure that flight crews are trained and examined, as applicable, in accordance with the time schedules outlined in the AMG The Operator should require that all flight crew are trained in non-normal procedures, to include instructions in the use of all emergency and life-saving equipment required to be carried, co-ordination among crew members, and drills in the emergency evacuation from the aircraft Where the appropriate equipment is fitted, the Operator should require that all flight crew are trained and demonstrate proficiency in procedures for aircraft upset and abnormal/ unusual attitude recovery. 13

18 International Association of Oil & Gas Producers 5.12 The Operator should require that all flight crew are trained and demonstrate proficiency, as applicable, in: Procedures to properly respond to TCAS/ACAS alerts; Terrain awareness procedures, including GPWS/EGPWS; The avoidance of Controlled Flight Into Terrain (CFIT) The Operator should require that all flight crew are trained in: Adverse weather operations; CRM/ADM using specially trained facilitators during initial and recurrent training; The recognition of Dangerous Goods; Emergency drills The Operator should require that all Captains have completed a Command Training Programme. Synthetic Training Devices 5.15 Where a Synthetic Training Device (STD) is available for the type, the Operator should require all flight crew to undertake training on a STD that replicates the model of aircraft being flown as closely as possible. It is preferred that the device be full motion with a visual screen that provides forward and peripheral imaging. See the OGP AMG for more detail 5.16 The use of approved Synthetic Training Devices for aircrew on sole-use long-term contracts (12 months or greater) and regular short-term contracts (2 or more per year) should be at a frequency of not more than (12/24) months. Level C or Level D Flight Simulators are preferred. Note: Actual frequency may depend on the contracting policy of the contract holder Where a Flight Simulator is not available for the type, or its cockpit configuration is different to the operator s aircraft, the use of FTDs during training should be as follows: 1) Flight Training Device Level 3 for aircraft certified for 10 passenger seats or more. 2) Flight Training Device Level 2 for aircraft certified with nine or less passenger seats. [Cabin Crew] as appropriate 5.18 The Air Operator should ensure that cabin attendants, dispatchers and load masters are fully trained, to the following requirements: Cabin Attendants Cabin attendants should have completed, annually, a formal and recorded course of training which includes: Safety Equipment, First Aid, Aircraft knowledge, Emergency Procedures, Loading Procedures, Documentation and the Handling of Dangerous Goods. Dispatchers/Traffic Clerks Personnel assigned to these tasks should be familiar with the operation of aircraft, including a good understanding of basic weight and balance problems and manifest documentation. Load Masters Load Masters should have completed a formal and recorded course of training covering: Safety Equipment, First Aid, Aircraft Knowledge, Emergency Procedures, Loading Procedures, Documentation and the Handling of Dangerous Goods. 14

19 Recommended practices for contracted air operations Section 6 Aircraft Engineering and Maintenance Organisation and Management 6.1 The Operator should ensure that maintenance organizations used by the Operator employ the necessary personnel to manage, plan, perform, supervise, inspect and release the work to be performed, and have procedures acceptable to the State of Registry/NAA granting the approval that ensure proper maintenance practices and compliancy with all relevant requirements. 6.2 The Operator should ensure that the Maintenance Data and Maintenance Programmes used by its Maintenance Organization are approved according to the Operator s State of Registry/NAA requirements. 6.3 The Operator should ensure that its maintenance organization has a process to ensure the availability of facilities, data, equipment, supplies and spares needed to control all required maintenance Manuals and Documentation 6.4 The Operator should provide all applicable maintenance and operation personnel with a Maintenance Management Manual (MMM) acceptable to the State of Registry/NAA and should have a process to ensure that all amendments to the MMM are approved by the State of Registry/NAA and are furnished promptly to all organizations, personnel and end users to whom the maintenance programme has been issued. (e.g. Line Stations, suppliers, others). 6.5 If maintenance is contracted to outside organizations, the Operator should have a process to ensure that the MMM, which may be issued in separate parts, contains details of the maintenance agreement that exists between the Operator and the AMO. 6.6 The Operator should have a process to identify the current revision status of all applicable technical data and documentation. 6.7 The Operator should have a current list of organizations approved to perform maintenance on the Operator s aircraft, engines, components, or parts. Contracted Maintenance 6.8 The Operator should have a control process to ensure that no person or organization performs maintenance on the Operator s aircraft, engines, components, or parts, unless: The person or organization has adequate facilities, equipment, spare parts and personnel available at the site where the maintenance is to be performed; The person or organization holds an Approved Maintenance Organization or a Repair Station Certificate or equivalent. 6.9 The Operator should have a system for the surveillance of contracted maintenance. Maintenance Programme 6.10 The Operator should have a process to ensure it does not operate an aircraft unless it is maintained to an approved maintenance programme and released to service by an Approved Maintenance Organization. The design and application of the maintenance programme should observe human factors principles The Operator should have a procedure for ensuring that maintenance releases are completed and signed to certify that the work performed has been completed satisfactorily and in accordance with the procedures described in the applicable MMM. 15

20 International Association of Oil & Gas Producers 6.12 The Operator should have procedures for maintenance control and technical dispatch to ensure that aircraft are not operated unless they are: Airworthy; Appropriately equipped, configured and maintained for their intended use; Maintained in accordance with the Approved Maintenance Programme and Operator s MMM The Operator should have a process to ensure that MEL/CDL restricted items are being tracked and corrected within the required time intervals The Operator should have a process to obtain and assess continuing airworthiness information such as Airworthiness Directives (ADs), Alert Service Bulletins and recommendations from the organizations responsible for the type design and should implement the resulting actions considered necessary, in accordance with a procedure acceptable to the State of Registry/NAA The Operator should have a process to ensure all modifications and repairs carried out comply with airworthiness requirements acceptable to the State of Registry/NAA and that procedures are established to ensure that technical records supporting compliance with the airworthiness requirements are retained The Operator should ensure that the defect recording system includes a method to clearly highlight recurring defects to flight crews and the maintenance organization at all bases where the aircraft is operated. The Operator is responsible for identifying defects as recurring defects and notifying maintenance personnel, in order to avoid the duplication of unsuccessful attempts at rectification The Operator should have a system for forecasting and tracking required maintenance activities and for tracking hours, cycles, and calendar time for aircraft, engines and lifelimited components The Operator should have a procedure for reporting significant defects / unairworthy conditions to the State of Registry/NAA Where applicable, the Operator should have a documented de-icing programme If applicable, the Operator should ensure that their Air Operator Certificate or equivalent includes the approval for ETOPS operations and that an approved ETOPS Programme should include a process for monitoring reliability and in-flight shutdowns The Operator should have a maintenance programme that ensures the periodic conduct of operational checks and evaluations of recordings from the Flight Data Recorder (FDR) and Cockpit Voice Recorder (CVR) to ensure the continued serviceability of the recorders as required by regulation After any disturbance or disassembly of a control system or vital point in an aircraft, most but not all Regulators call for independent inspections (Duplicate/Required Inspection Item (RII)) to be carried out and certified by two appropriately qualified persons, before the next flight. Therefore, the requirement for an operator to complete duplicate inspections after disturbing a control should be mandated in the contract where it is not required by the local regulator. (See the OGP AMG Section 4.5 for more detail). Quality System 6.23 The Operator should have a process to ensure that maintenance organizations used by the Operator comply with all relevant regulations, either by establishing an independent Quality Assurance (QA) system to monitor compliance with and adequacy of the procedures, or by providing an independent system of inspection to ensure that all maintenance and administration is properly performed and continues to comply with these standards. 16

21 Recommended practices for contracted air operations 6.24 The Operator should ensure that the QA programme is under the sole control of the Quality Manager or the person to whom the management function for the programme has been assigned and should have a system for ensuring that the QA programme includes the use of control processes that are sufficiently detailed to ensure that all maintenance functions are evaluated The Operator should ensure that QA/Quality Control (QA/QC) departmental procedures, duties, responsibilities, and reporting relationships are described in either the MMM or a separate QA/QC manual referred to in the MMM The Operator should have a process to ensure that maintenance organizations used by the Operator have a documented auditor training/qualification programme The Operator should have a process to ensure that no new or used part is installed on an aeronautical product, unless the part meets the applicable standards of airworthiness The Operator should have a programme that ensures that an aircraft logbook or an approved equivalent is maintained for all aircraft operations The Operator should have a process to ensure that entries in the aircraft logbook are current and cannot be erased. Errors that are corrected shall remain readable and identifiable 6.30 The Operator should maintain records of Airworthiness Directives (ADs) and Service Bulletins (SBs) or equivalents accomplished in accordance with the applicable requirements prescribed in the organizations MMM The Operator should have a process for maintaining records of the total time in service of the aircraft, engines and life-limited components. Training Programme 6.32 The Operator should have a system for ensuring that any maintenance organization carrying out work for the Operator provides all maintenance personnel with initial, continuation and any additional training appropriate to their assigned tasks and responsibilities. The initial cycle for continuation training shall not exceed three years until revised through an assessment made in respect of the QA programme The Operator should have a procedure for ensuring that personnel signing a maintenance release are qualified in accordance with the applicable State of Registry/NAA licensing requirements The Operator should have a documented training programme that ensures that personnel with technical responsibilities have sufficient knowledge of applicable regulations, standards and procedures, as described in the MMM The Operator should have a system for ensuring that the training programme established by the maintenance organization includes training in knowledge and skills related to human performance, including co-ordination with other maintenance personnel and flight crew. Tooling and Calibration System 6.36 The Operator should have a process to ensure that any maintenance organization used by the Operator has procedures to control and document the calibration and records of all tools, including personnel own tools. Materials, Housing and Facilities 6.37 The Operator should have a process to ensure that any maintenance organisation used by the Operator has adequate facilities and an appropriate working environment for the task to be performed. 17