Air transportation Recommended practices for contracted air operations

Report No. 410

June 2008

International Association of Oil & Gas Producers

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 OGPs 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 recipients 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.

Air transportation recommended practices for air operations supervisors

Report No: 410
June 2008

International Association of Oil & Gas Producers

Table of contents

Introduction

Scope & application

Recommended Practices

Organisation & Management Systems............................................................................................ 3

2
3

Aircraft Specification & Equipment Fit..........................................................................................4

Flight Operations........................................................................................................................... 5

Aircraft Performance..................................................................................................................... 11

Crew Training...............................................................................................................................12

Aircraft Engineering & Maintenance............................................................................................ 15

References......................................................................................................................................18

Management Systems........................................................................................................................ 3
Safety Management.......................................................................................................................... 3
Quality Assurance.............................................................................................................................4
Emergency Response.........................................................................................................................4

Organisation & Management........................................................................................................... 5

Flight Crew....................................................................................................................................... 5
Documentation.................................................................................................................................6
Line Operations - General.................................................................................................................6
Weather............................................................................................................................................. 8
Passengers & Freight......................................................................................................................... 8
Line Operations - Helicopters (as appropriate)..................................................................................9

Helicopter Performance (as appropriate)..........................................................................................12

Fixed-wing Performance (as appropriate).........................................................................................12

Management....................................................................................................................................12
Documentation & Facilities............................................................................................................. 13
Syllabus............................................................................................................................................ 13
Synthetic Training Devices............................................................................................................. 14
Cabin Crew (as appropriate)............................................................................................................ 14

Organisation & Management.......................................................................................................... 15

Manuals & Documentation............................................................................................................. 15
Contracted Maintenance.................................................................................................................. 15
Maintenance Programme................................................................................................................. 15
Quality System.................................................................................................................................16
Training Programme........................................................................................................................17
Tooling & Calibration System.........................................................................................................17
Materials, Housing & Facilities........................................................................................................17

Appendices
1

iv

19

Hazard Identification.....................................................................................................................19

2008 OGP

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.

2008 OGP

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.

2008 OGP

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.

1.10

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.

1.11

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.

1.12

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.

1.13

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

2008 OGP

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.

1.15

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.

1.17

The Operator should have a comprehensive, organization-wide Emergency Response Plan

(ERP), containing defined interfaces with the Clients ERP, to facilitate the effective
management of accidents and/or serious incidents, with the purpose of mitigating any
impact on personnel and operations.

1.18

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.

1.19

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

2008 OGP

Recommended practices for contracted air operations

Transmitters (ELTs) with transmitters that operate on 121.5 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 121.5 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

2008 OGP

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 Operators current Operations Manual which shall be approved
by the Aviation Authority, and available for inspection at the Air Operators bases.

3.10

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.

3.11

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.

3.13

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.

3.14

The Operator should require that the PIC reports on every flight, in the ATL, all known or
suspected defects affecting the aircraft.

3.15

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.

3.17

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.

3.18

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;

2008 OGP

Recommended practices for contracted air operations

The CVR should not be intentionally switched off, unless essential to preserve accident
or serious incident-related data.
3.19

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.

3.20

The Operator should have a policy and procedure(s) that address flight crew incapacitation,
including communications/co-ordination with cabin crew (where carried).

3.21

The Operator should provide specific policies, procedures and task-sharing for rejected
take-off, including low speed and high speed abort philosophy.

3.22

The Operator should provide procedures to enable flight and cabin crew members to deal
with on-board medical emergencies.

3.23

The Operator should provide guidance to enable flight crew to determine minimum flight
altitudes for all phases of flight.

3.24

The Operator should have a collision avoidance policy (see and avoid) that encourages
the flight crew to maintain vigilance for conflicting visual traffic.

3.25

The Operator should specify when descent below the minimum safety altitude is
permitted.

3.26

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).

3.27

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.

2008 OGP

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 3.41.

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).

3.30

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.
3.31

The Operator should provide a policy, instructions and procedures for wind shear avoidance
and recovery (predictive and/or reactive) as applicable.

3.32

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.

3.34

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.

3.35

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.

2008 OGP

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).
3.36

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.

3.37

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.

3.38

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 pilots position.

3.39

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.

3.40

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.

2008 OGP

International Association of Oil & Gas Producers

10

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.

3.42

Wearing of Survival Suits and Thermal Liners

The Operator should ensure that for offshore flights when the sea temperature will be less
than 10C 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.

3.43

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.

3.44

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.

3.45

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.

3.46

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.

3.47

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.

3.48

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

2008 OGP

Recommended practices for contracted air operations

R/T terminology and have experience in aircraft operations and procedures. They should
be completely familiar with the Operators and the contracting Companys 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.
3.49

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.

2008 OGP

11

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 1.

4.7

Helicopters with a passenger-seating configuration of 19 or less but more than 9 shall be

operated in performance Class 1 or 2.

4.8

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 2.

4.9

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.

4.10

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.

4.11

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

4.12.1 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.
4.12.2 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

12

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.

2008 OGP

Recommended practices for contracted air operations

Ground and Flight Training programmes should include:

5.3

Initial;
Recurrent;
Transition (conversion);
Re-qualification;
Upgrade to Commander;
Recency;
Familiarization;
Differences or other specialized training.

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.

5.10

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.

5.11

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.

2008 OGP

13

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).

5.13

The Operator should require that all flight crew are trained in:

5.14

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.

5.17

Where a Flight Simulator is not available for the type, or its cockpit configuration is
different to the operators aircraft, the use of FTDs during training should be as follows:
1)
2)

Flight Training Device Level 3 for aircraft certified for 10 passenger seats or
more.
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

14

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.

2008 OGP

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 Operators 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 Operators 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 Operators 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.

6.11

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.

2008 OGP

15

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 Operators
MMM.

6.13

The Operator should have a process to ensure that MEL/CDL restricted items are being
tracked and corrected within the required time intervals.

6.14

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.

6.15

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.

6.16

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.

6.17

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.

6.18

The Operator should have a procedure for reporting significant defects / unairworthy
conditions to the State of Registry/NAA.

6.19

Where applicable, the Operator should have a documented de-Icing programme.

6.20

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.

6.21

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.

6.22

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

16

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.

2008 OGP

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.

6.25

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.

6.26

The Operator should have a process to ensure that maintenance organizations used by the
Operator have a documented auditor training/qualification programme.

6.27

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.

6.28

The Operator should have a programme that ensures that an aircraft logbook or an approved
equivalent is maintained for all aircraft operations.

6.29

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.

6.31

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.

6.33

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.

6.34

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.

6.35

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.

2008 OGP

17

International Association of Oil & Gas Producers

6.38

The Operator should have a procedure for maintaining detailed information on the various
locations where aircraft maintenance is to be performed. The scope of work to be performed
at each of the facilities shall be included in the MMM.

6.39

Unless maintenance is contracted to an approved maintenance organization, the Operator

should have facilities appropriate to the maintenance programme for the storage of parts,
equipment, tools and material. Those storage conditions should be secure and prevent the
deterioration and damage of stored items.

6.40

The Operator should have a process to ensure that any maintenance organisation used
by the Operator has a shelf-life programme for applicable stored items that includes a
requirement for the shelf-life limit to be controlled and displayed.

6.41

The Operator should have a process to ensure that the maintenance organisation used
by the Operator has a secure quarantine area for rejected parts and materials awaiting
disposition.

6.42

The Operator should have a process to ensure that all aircraft components and parts are
shipped in suitable containers which ensure protection from damage.

References:
OGP Aircraft Management Guidelines (AMG) Mar 2007 (Will be periodically
updated, check OGP website for latest edition).
2) OGP Aviation Safety Strategy Oct 2007 (Available for OGP members to view
on the Aviation Sub-Committee page of the members website).
3) International Civil Aviation Organisation (ICAO) Doc 9859 Safety
Management Manual - 2006.
4) Federal Aviation Administration (FAA) Advisory Circular No. 120-92
Introduction to Safety Management Systems for Air Operators June 2006.
5) FAA AC25.853-1 Flammability Requirements for Aircraft Seat Cushions.
6) ICAO Doc 9683-AN/950 Human Factors Training Manual.

1)

18

2008 OGP

Recommended practices for contracted air operations

Appendices
Appendix 1
Hazard Identification
Hazard

Linked Hazardous Event

Activity

1. Aircraft in motion

Operating aircraft - providing procedures,

guidelines and standards for flight and ground
operations
Planning, loading and operating aircraft

Manoeuvring an aircraft on the ground under

power

Piloting/handling an aircraft in flight

d) Deviation from intended aircrew flight

training mission

Piloting/handling an aircraft in flight

f)

Piloting/handling an aircraft in flight

a) Deviation from intended safe flight path

b) Deviation from intended ground track

c) Loss of separation from another aircraft
during all phases of flight

e) Deviation from intended air-test mission

Aircraft departs from or lands on wrong
runway

Flight planning

Manoeuvring an aircraft on the ground under

power

h) Proximity to another aircraft, third-party or

obstacle (whilst towing)

Towing an aircraft

j)
k)

Exceedance of aircraft limitations

Operating aircraft

Exceedance of aircraft limitations

Towing an aircraft

Exceedance of aircraft limitations

Testing aircraft/systems/components

g) Proximity to another aircraft, third-party or

obstacle

i)

2. Actions of people

Preparing aircraft for service, including aircraft

maintenance/repair/planning and modification
and subsequent testing of aircraft systems and
components

Preparing aircraft for service

Preparing aircraft for service - providing QHSE

policies, strategies, infrastructure and management

Defining contracting policy, strategy standards

and processes; selecting, acquiring and operating
aircraft

Defining competency requirements, screening

applicants and inducting employees

a) Release of unairworthy aircraft to service

b) Damage to aircraft caused by the actions

of people after release to service
c) Staff or contractors deviate from desired
standards
d) Contracted commitments at variance with
company resources
e) Skill and knowledge shortfalls in staff
or contractors jeopardise company
performance

Inadequate material, services or resources

available to support the business

f)

Defining medium-/long-term materials and services

plan; contracting services; ordering materials

Providing catering

Managing/defining corporate structure and

approving procedures, terms of reference, job
descriptions, guidelines and standards

Jacking an aircraft

Loading an aircraft in preparation for flight

Embarking/disembarking

g) Crew, passenger, staff or customer

incapacitation
h) Company core business inadequately
managed

3. Gravity
a) Loss of aircraft stability on the ground or
on jacks
b) Static out-of-balance situation caused by
incorrect weight distribution
c) Fall from height (passengers or crew in the
aircraft)

continued overleaf

2008 OGP

19

International Association of Oil & Gas Producers

Hazard

Linked Hazardous Event

Activity

4. Rotating equipment

Starting and running an aircraft engine. including

ground running for functional tests

Carrying out full-power ground-runs and system

tests

a) People in proximty to a running engine,

propellor or rotor
b) Aircraft systems failures, including dynamic
failures of components

5. Hydrocarbons

b) Loss of containment of fluid or gas under
a) Loss of containment of fuel and oil

Refuelling an aircraft
Maintaining/operating aircraft

pressure

6. Overhead equipment

a) Unplanned release of a suspended load

Handling materials using lifting devices

7. Chemicals, intoxicants and oxidants

a) Control of Substances Hazardous to Health

(COSHH) assessment inadequately carried
out

Using materials covered by COSHH regulations

8. External conditions

Maintaining/operating aircraft

Aircraft in motion or preparation for flight

a) Company security breached

9. Payload
a) Loss of containment - dangerous goods

10. Ground Support Equipment (GSE) in motion

a) Uncontrolled proximty of ground support

equipment to aircraft

Maintaining aircraft, preparing for flight, motion

on the ground

11. Birds, animals, insects

a) Impact with aircraft in flight or during takeoff/landing run

Operating aircraft

12. Human error

a) Uncontrolled management or handling of

materials

Providing and managing storage facilities

13. Ergonomic situations

a) Staff working in an injury-inducing

situation

Operating work-stations in offices and facilities

14. Business management

Operating/maintaining IT systems

Staff working in stress-inducing situations

a) Potential loss of vital company information

15. Stress
a) Inadequate management of tasking and
resources

16. Fire or infestation

a) Inadequate housekeeping routines

20

All ground-based activities

2008 OGP

What is OGP?
The International Association of Oil & Gas Producers encompasses the worlds leading private
and state-owned oil & gas companies, their national and regional associations, and major
upstream contractors and suppliers.

Vision
To work on behalf of all the worlds upstream companies to promote responsible and
profitable operations.

Mission
To represent the interests of the upstream industry to international regulatory and legislative
bodies.
To achieve continuous improvement in safety, health and environmental performance and
in the engineering and operation of upstream ventures.
To promote awareness of Corporate Social Responsibility issues within the industry and
among stakeholders.

Objectives
To improve understanding of the upstream oil and gas industry, its achievements and
challenges and its views on pertinent issues.
To encourage international regulators and other parties to take account of the industrys
views in developing proposals that are effective and workable.
To become a more visible, accessible and effective source of information about the global
industry, both externally and within member organisations.
To develop and disseminate best practices in safety, health and environmental performance
and the engineering and operation of upstream ventures.
To improve the collection, analysis and dissemination of safety, health and environmental
performance data.
To provide a forum for sharing experience and debating emerging issues.
To enhance the industrys ability to influence by increasing the size and diversity of the
membership.
To liaise with other industry associations to ensure consistent and effective approaches to
common issues.

209-215 Blackfriars Road

London SE1 8NL
United Kingdom
Telephone: +44 (0)20 7633 0272
Fax: +44 (0)20 7633 2350
165 Bd du Souverain
4th Floor
B-1160 Brussels, Belgium
Telephone: +32 (0)2 566 9150
Fax: +32 (0)2 566 9159
Internet site: www.ogp.org.uk
e-mail: reception@ogp.org.uk