Basic Aviation Risk Standard - Contracted Aircraft Operations - Version 5, May 2014
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Basic Aviation Risk Standard
Contracted Aircraft Operations
Version 5, May 2014
Contents
All Threats 1.0: Common Controls 6 Appendices 21
Threat 2.0: Runway Excursions 9 Appendix 1: Flight Crew Qualifications, Experience
Threat 3.0: Fuel Exhaustion 10 and Recency 22
Threat 4.0: Fuel Contamination 11 Appendix 2: Basic Aircraft Equipment Fit 23
Threat 5.0: Controlled Flight Into Terrain (CFIT) 12 Appendix 3: Abbreviations 24
Threat 6.0: Incorrect Loading 13 Appendix 4: External Load Operations 25
Threat 7.0: Collision on Ground 14 Appendix 5: Offshore Operations 31
Threat 8.0: Collision in Air 15 Appendix 6: Night Vision Goggles (NVG) Operations 38
Threat 9.0: Structural or Mechanical Failure 16 Appendix 7: Airborne Geophysical Survey Operations 42
Threat 10.0: Weather 17
Threat 11.0: Medical Evacuation 18
Defences 12.0: Aircraft Accident 19
2 B A S I C AV I AT I O N R I S K S TA N D A R D – C o n t r a c t e d A i r c r a f t O p e r a t i o n s Ve r s i o n 5 , M a y 2 0 1 4
Purpose
This Standard provides companies with minimum requirements for performing
risk-based management of the aviation operations that support their activities.
All national and international regulations pertaining to aviation operations must be
followed. This Standard is designed to supplement those requirements.
Document Structure Key Definitions
The Standard is presented in a risk-based format to emphasize Company
the relationship between threats to aviation operations,
Refers to the individual entity using this Standard to support
associated controls and applicable recovery/mitigation
their aviation operations.
measures as presented in Figure 1.
The format is intended to assist all company personnel
Operator
engaged in coordinating aviation activities to manage and
understand the aviation risk to their operation. Refers to an aircraft operating company used to provide
aviation services.
All companies and aircraft operators are encouraged to further
risk assess all controls to the level of detail they consider
necessary for their individual operations. Hostile environment
An environment in which a successful emergency landing
Aircraft Operator Review cannot be assured; or the occupants of the aircraft cannot be
adequately protected from the elements; or search and rescue
This Standard is designed to be used as a primary reference
response/capability cannot be provided consistent with the
for the review and approval of aircraft operators supporting
anticipated exposure.
companies in the resource sector. Aircraft operators will be
audited to the BARS Question Master List with questions
drawn from this Standard and the ICAO Annexes. Non-hostile environment
An environment in which a successful emergency landing
Variations can be reasonably assured and the occupants of the aircraft
can be adequately protected from the elements. Search and
Any variation to this Standard is at the discretion of each
rescue response/capability can be provided consistent with
company. It is recommended that each variation be assessed
the anticipated exposure.
to demonstrate that the risks associated with the variation are
tolerable and justify safe continuation of operations.
Long-term contract
A diagram showing the Basic Aviation Risk Standard Variance
Process is presented in Figure 2 on page 8. Any contract using dedicated aircraft for a planned duration of
greater than six months.
Competent Aviation Specialist
A company designated aviation advisor or Flight Safety
Foundation BARS Accredited Auditor.
Additional definitions related to the use of this Standard are
listed in Appendix 3.
Ve r s i o n 5 , M a y 2 0 1 4 B a s i c Av i at i o n R i s k S ta n d a r d – C o n t r a c t e d A i r c r a f t O p e r a t i o n s 3
Figure 1: BARS Bow Tie Risk Model – Schematic of Aviation Risk Management Controls and
Threat Common Controls: Controls
All Threats 1.0 Airfield Design and
Balanced Field Length
Threat 2.0: Helipad Design
Runway Excursions
Destination Weather Reporting
Airfield Inspections
1.1: Approved Aircraft Slope Guidance
Landing Site Assessments
Operator
1.2: Flight Crew Fuel Check IFR Fuel Plan
Threat 3.0:
Fuel Exhaustion Qualification, Weather Data VFR Fuel Plan
Experience and Flight Plan Hot Refueling
Recency
1.3: Flight Crew Fuel Testing
Threat 4.0: Check and Training
Fuel Contamination
Fuel Filtration Fuel Shortage
Fuel Sampling
1.4: Maintenance
Personnel
Qualification Night/IFR Night/IFR
Threat 5.0: – Two Crew – Approach/Landing
Controlled Flight – Aircraft – Autopilot
Into Terrain (CFIT) – Flight Planning Special VFR Procedures
1.5: Maintenance – Simulator Training Stabilized Approaches
Training
Passenger Weight
Threat 6.0: 1.6: Basic Aircraft Manifest
Incorrect Loading
Cargo Weight and Loading
Equipment Fit Dangerous Goods Cargo
Load and Trim Calculations
1.7: Drug and Alcohol
Policy Passenger Terminal Area
Rotors Running Load/Unload
Threat 7.0: Designated Freight Area
Collision On Ground
Parking Apron
Passenger Control
Perimeter Fence
1.8: Flight Time Limits Ground Procedures
1.9: Flight Crew
Threat 8.0: Duty Time Cruising Altitudes
Collision In Air
Airfield Bird Control
Radar Controlled Airspace
1.10: Maintenance
Duty Time
Single-engine Aircraft
Threat 9.0:
Multi-engine Aircraft Helicopter Vibration Monitoring
Structural or
1.11: Aircraft Operator Supply of Spares Engine Trend Monitoring
Mechanical Failure
Safety Management Hangar Facilities
System
1.12: Accident and Adverse Weather Policy Wind Shear Training
Threat 10.0:
Weather Incident Notification Thunderstorm Avoidance VFR Minimum Requirements
Weather Radar Cold Weather Training
1.13: Operational
Risk Assessment
Securing Equipment Equipment Documentation
Threat 11.0: Weight and Balance Equipment Inspection Schedule
Medical Evacuation Medical Transfers Provision of Oxygen
1.14: Sub-chartering Communications Flight Crew Qualifications,
Aircraft Risk Assessment Experience and Recency
4 B A S I C AV I AT I O N R I S K S TA N D A R D – C o n t r a c t e d A i r c r a f t O p e r a t i o n s Ve r s i o n 5 , M a y 2 0 1 4
Recovery Measures.
Recovery Measures:
Aircraft Certification Standards
Emergency Response Plan
Emergency Locator Transmitter
Drummed Fuel Satellite Flight Following
Flight Following
Go-around Procedures
Flight Data Monitoring Aircraft Accident
Multi-crew Operations
CRM/ADM Training
TAWS Survival Kit
Passenger Briefing Flight Crew PLB
Multi-language
Briefing
First-Aid Kit
Airfield Control
Passenger Dress Requirements
Cockpit Voice Recorder (CVR)/
TCAS Flight Data Recorder (FDR)
High Intensity
Strobe Lights
Upper Torso Restraint
Minimum Equipment
List (MEL)
Aural Cabin Pressure Limitations in Sideways Seating
Warning System
Crash Boxes
Rescue Firefighting
Insurance
Ve r s i o n 5 , M a y 2 0 1 4 B A S I C AV I AT I O N R I S K S TA N D A R D – C o n t r a c t e d A i r c r a f t O p e r a t i o n s 5
All Threats 1.0: Common Controls
Common controls that apply to all threats outlined in this Standard
Common Control 1.1: Approved Aircraft Operator Common Control 1.5: Maintenance Training
Use only licensed aircraft operators who have been approved The aircraft operator or approved maintenance organization
for use by company established process and where necessary, must develop a program for the training of maintenance
a Competent Aviation Specialist. personnel at least every three years. The training must include
human factors in maintenance and company maintenance
Common Control 1.2: Flight Crew Qualifications, documentation and procedures and where appropriate
include technical components for aircraft and systems
Experience and Recency
being maintained.
Flight crew must meet the requirements listed in Appendix 1.
Common Control 1.6: Basic Aircraft
Common Control 1.3: Flight Crew Check Equipment Fit
and Training
Aircraft basic equipment fit must meet the requirements listed
Flight crew must receive annual training to the standards in Appendix 2.
of the appropriate civil aviation authorities and two flight
checks annually (or every six months for long-term contracted
Common Control 1.7: Drug and Alcohol Policy
operations). The flight checks must include an annual
instrument rating renewal (where applicable)/proficiency The aircraft operator must have a Drug and Alcohol Policy
or base check (non-revenue) and a route check (revenue- which meets all requirements of the responsible regulatory
flight permissible). authority. Where no such regulatory requirements exist the
operator must at a minimum meet the requirements of the
Where distinct climatic seasons such as snow/ice winter
contracting company.
conditions are experienced, training related to the seasonal
change is recommended. Before commencing flight duties
in a new location on long-term contract, all flight crew must Common Control 1.8: Flight Time Limits
receive a documented line check that includes orientation of Apply the following flight time limits unless the responsible
local procedures and environment. regulatory authority’s requirements are more stringent:
Single-pilot operation Two-pilot operation
Common Control 1.4: Maintenance Personnel
8 hours daily flight time 10 hours daily flight time
Qualification
40 hours in any 7 day 45 hours in any 7 day
Maintenance personnel must meet the experience consecutive period consecutive period
requirements listed in Appendix 1.
100 hours in any 28 day 120 hours in any 28 day
consecutive period consecutive period
1000 hours in any 365 day 1200 hours in any 365 day
consecutive period consecutive period
6 B A S I C AV I AT I O N R I S K S TA N D A R D – C o n t r a c t e d A i r c r a f t O p e r a t i o n s Ve r s i o n 5 , M a y 2 0 1 4
Common Control 1.9: Flight Crew Duty Time Common Control 1.12: Accident and Incident
A duty day must not exceed 14 hours and where 12 hours has
Notification
been exceeded, this must be followed by a rest period of a As part of their SMS, the aircraft operator must advise the
minimum of ten hours. Crews on rotational assignments that company of any incident, accident or non-standard occurrence
arrive following overnight travel, or travel exceeding four time related to the services provided to the company that has, or
zone changes, must not be rostered for flying duties until the potentially has, disrupted operations or jeopardized safety.
minimum ten hour rest period is met.
Regulatory approved fatigue management programs may be Common Control 1.13: Operational Risk
used in lieu of the above limits when endorsed by a Competent Assessment
Aviation Specialist.
Aircraft operators must conduct a risk assessment, including
mitigation controls, before commencing operations for any
Common Control 1.10: Maintenance Duty Time new or existing aviation activity.
The aircraft operator or approved maintenance organization
must establish a fatigue management program to minimize Common Control 1.14: Sub-chartering Aircraft
the effects of acute and chronic fatigue amongst maintenance
Sub-chartering (cross-hiring) by the aircraft operator must not
personnel. This must include maximum working hours,
be undertaken without approval of the contracting company.
minimum rest periods and roster schedules. The requirement
Regardless of ownership, contracted aircraft must be operated
to conduct overnight maintenance must be reviewed by a
and controlled in accordance with the Air Operator’s Certificate
Competent Aviation Specialist.
(AOC) they are operated under.
Common Control 1.11: Aircraft Operator Safety
Management System
All aircraft operators must have a Safety Management System
(SMS) that is fully integrated throughout and across each part
of the organization.
Refer to the following information on SMS development:
ICAO Safety Management System
Flight Safety Digest Volume 24 No 11 – 12, Nov – Dec 2005
International Helicopter Safety Team – SMS Toolkit
Ve r s i o n 5 , M a y 2 0 1 4 B A S I C AV I AT I O N R I S K S TA N D A R D – C o n t r a c t e d A i r c r a f t O p e r a t i o n s 7All Threats 1.0 (cont.) Figure 2: BARS Process. 8 B A S I C AV I AT I O N R I S K S TA N D A R D – C o n t r a c t e d A i r c r a f t O p e r a t i o n s Ve r s i o n 5 , M a y 2 0 1 4
Threat 2.0: Runway Excursions
An aircraft departs the runway during takeoff or on landing and this results
in an accident
Threat Controls
Threat 2.0:
Airfield Design and Helipad Design Balanced Field Length
Airfield Inspections Destination Weather Reporting
Runway Excursions
Landing Site Assessments Slope Guidance
Control 2.1: Airfield and Helipad Design Control 2.5: Balanced Field Length –
Where local guidance is unacceptable to the company, use No Performance Charts
ICAO Annex 14 Aerodromes, Volume I (‘Aerodrome Design Multi-engine aeroplanes that do not have the appropriate
and Operation’) and ICAO Annex 14, Volume II (‘Heliports’) for Flight Manual performance charts to achieve Control 2.4
design considerations when constructing, or performing major must restrict their payload so that in the event of an engine
rework, to permanent long-term company owned and operated failure, the net takeoff path clears obstacles by 35 feet up
airfields and helipads supporting operations. to a height of 1500 feet above the aerodrome, using the
Consider prevailing winds and the location of mining/facility following conditions.
infrastructure in relation to the proposed airfield or helipad The failure occurs:
departure and approach splays.
• W
hen the aeroplane has reached the published best Rate of
BARS Implementation Guidelines (BIG) Section 4 provides Climb (VY) speed;
additional guidance for short-term or emergency use airfields
• With undercarriage up (if retractable);
whilst Section 5 provides additional guidance for helipad
standards. • When the flaps are fully retracted; and
• With propeller on the inoperative engine feathered.
Control 2.2: Airfield Inspections
In addition to reviews required by regulators, all company Control 2.6: Destination Weather Reporting
owned and/or operated airfields must have an annual
For company owned and operated airfields and helidecks,
operational review conducted by a company approved
communicate the following data to arriving aircraft by either
Competent Aviation Specialist.
an Automatic Weather Observation System (AWOS) and/or
trained weather observer:
Control 2.3: Landing Site Assessments • Wind direction and speed;
Aircraft operators must conduct landing site assessments prior • Temperature;
to commencing operations. Incorporate the results into the • Barometric pressure; and
operational risk assessment (Control 1.13).
• Cloud ceiling height and visibility.
Maintain all equipment on a current calibration register.
Control 2.4: Balanced Field Length
All multi-engine aeroplanes must meet balanced field
Control 2.7: Slope Guidance
requirements where following an engine failure on takeoff, the
aircraft can stop on the remaining runway and stop-way, or, Install visual slope guidance on company owned and
using the remaining runway and clearway, climb and achieve operated airfields.
a net climb gradient greater than the takeoff path obstacle
gradient.
Ve r s i o n 5 , M a y 2 0 1 4 B A S I C AV I AT I O N R I S K S TA N D A R D – C o n t r a c t e d A i r c r a f t O p e r a t i o n s 9Threat 3.0: Fuel Exhaustion
An aircraft conducts a forced landing or ditching as a result of fuel exhaustion
and this results in an accident
Threat Controls
Threat 3.0:
Fuel Check IFR Fuel Plan
Weather Data VFR Fuel Plan
Fuel Exhaustion
Flight Plan Hot Refueling
Control 3.1: Fuel Check Control 3.6: Hot Refueling
The aircraft operator must have procedures in place that Hot refueling must only be conducted when considered
require the Pilot-in-Command to ensure the required amount of operationally necessary and must be approved by the company
fuel is on board the aircraft prior to each flight. prior to use. Hot refueling with gasoline and wide cut turbine
fuel is prohibited. Aircraft operators must have a procedure on
hot refueling which includes the following requirements:
Control 3.2: Flight Plan Weather Data
• N
o passengers are to be onboard during refueling unless
Provide the flight crew with access to reliable weather the Pilot-in-Command assesses that it is safe to do so.
information when determining fuel loads in pre-flight planning. In this scenario passengers must receive a safety brief
prior to refueling. No side well-seats are to be occupied
Control 3.3: Flight Plan (e.g. Bell 212, 214, 412);
• Firefighting capability must be available and manned;
Flights must be conducted on an Instrument Flight Rules (IFR)
flight plan lodged with the relevant air traffic control service • T he aircraft operator’s Operations Manual must detail
provider. If this is not possible, Visual Flight Rules (VFR) flight all aspects of hot refueling, including personnel training,
plans are permitted but must be lodged with a responsible sequence of aircraft grounding and duties of personnel
party (air traffic control service provider, aircraft operator (in addition to the pilot) required: a minimum of three for
or company site representative) and flown under a flight- helicopter ops – one for refueling, one for pump shut-off and
following regime. one for fireguard;
• Radios are not to be used during refueling;
• A
nti-collision lights, radio altimeter, radar, transponder and
Control 3.4: Instrument Flight Rules (IFR) Fuel Plan
DME equipment must be switched OFF;
In addition to operational holding fuel requirements, fuel loads • P
rior to removing the fuel cap and inserting the fuel nozzle
must cover fuel used during start-up, taxi, en route, approach or connecting the pressure hose into the aircraft fuel tank,
and transit to the alternate destination (if required). Carry grounding wires running from the fuel station and from the
additional variable reserves of 10% of the total trip fuel and fuel hose to the aircraft must be connected;
30 minutes as fixed reserve.
• W
hen refueling is completed, the Pilot-in-Command must
verify that all equipment is removed, the fuel cap has been
Control 3.5: Visual Flight Rules (VFR) Fuel Plan securely replaced and the aircraft is properly configured for
flight; and
Fuel loads must cover the planned route. Carry an additional
variable reserve of 10% of the total trip fuel and 30 minutes • C
orrect fuel loads must be confirmed by the
as fixed reserve. Pilot-in-Command prior to departure.
Refueling aeroplanes with engines operating must not be
conducted in normal circumstances and only if the APU is
inoperative. An APU running without engines operating does
not constitute hot refueling and is acceptable.
Refueling aeroplanes with engines operating must not be
conducted unless a specific procedure has been approved
by the aircraft manufacturer and regulator and is further
supported with documented training of both flight and ground
crew. Personnel manning firefighting equipment must be
present during the activity.
10 B A S I C AV I AT I O N R I S K S TA N D A R D – C o n t r a c t e d A i r c r a f t O p e r a t i o n s Ve r s i o n 5 , M a y 2 0 1 4Threat 4.0: Fuel Contamination
An aircraft is forced to land at unprepared sites with minimal warning due to
contaminated fuel and this causes a loss of engine power and an accident
Threat Controls
Threat 4.0:
Fuel Testing
Fuel Filtration Fuel Storage Drummed Fuel
Fuel Contamination
Fuel Sampling
Control 4.1: Fuel Testing Where fuel is being provided by a recognized supplier using
internationally accepted practices, an equivalent level of
When testing the fuel supplied use water detector capsules or
risk management may be considered as being in place if all
an equivalent that is able to test for water in suspension. The
Pilot-in-Command must verify that the quality of the fuel being applicable procedures are being complied with.
uplifted is acceptable for operation of the aircraft.
Control 4.5: Drummed Fuel
Control 4.2: Fuel Filtration Aircraft operators who make use of drummed fuel in the course
Equip fuel delivery systems including portable systems of their operations must have a procedure in place addressing
with water blocking filtration of the Go/No-Go types. Mark the management and use of drummed fuel stock. The following
filter canisters with the next date of change or inspection performance requirements must be addressed:
cycle. Replace all filters at least annually or at nominated Storage:
pressure differentials as annotated on the filter housing or as • Drums must be stored:
recommended by the manufacturer.
– horizontally with access bungs at 3 and 9 o’clock; or
Where fuel is being provided by a recognized supplier using
– vertically with drum top cover in place to prevent the
internationally accepted practices, an equivalent level of
accumulation of water on the drum lid; and
risk management may be considered as being in place if all
applicable procedures are being complied with. • D
rums must have minimal contact with the ground (using
wooden slats or equivalent) and be stored under cover.
Control 4.3: Fuel Sampling Quality:
When installing supply fuel tanks at company owned and • F uel must be consumed within its Aviation Release Note
operated facilities, a slope at the base with a sump drain at the certification date;*
tank low point (or equivalent) for sampling purposes must be • T he access bungs must be tight and the seals unbroken prior
specified for installation. to use;
When using a dedicated fuel source, a sample from the source • T he fuel must be sampled and include a positive test for the
must be retained in a clear jar with screw-top-lid, labeled with presence of water using water detecting capsules or paste;
the current date and retained until completion of the daily
• T he refuel pump must be equipped with a Go/No-Go filter;
flying activities.
and
• B
efore fueling the aircraft, a small amount of fuel must be
Control 4.4: Fuel Storage
pumped into a container to remove any contaminants from
Prior to testing and approving for use, all fuel storage facilities
the hose and nozzle.
must be allowed to settle one hour per one foot of fuel
To provide optimum opportunity for any contaminants to
depth (or three hours per metre) after the tanks have been
resupplied. Additional storage requirements include: settle, drums must be brought to the vertical three hours prior
to testing. Where this is not practical (e.g. SAR, Emergency
• S torage tanks must have floating suction or minimum
standpipe; Response, etc.) all performance requirements of this control
• Bulk deliveries must be filtered into storage tanks; must be followed.
• F uel systems must be identified by placard during the settling *Where authorized testing of out-of-date fuel is permitted by the fuel
period indicating the time when settling will be completed; provider and the original certification period is extended, drummed
fuel may be used up until that date but not exceeding two years. The
• S teel tanks must be lined with an approved epoxy liner unless
revised certification documentation must be retained for the duration
the tanks are constructed of stainless steel; and
the drummed fuel is held on stock.
• C
ompany new-build fuel systems must have stainless steel
and connection welded plumbing.
Ve r s i o n 5 , M a y 2 0 1 4 B A S I C AV I AT I O N R I S K S TA N D A R D – C o n t r a c t e d A i r c r a f t O p e r a t i o n s 11Threat 5.0: Controlled Flight Into Terrain (CFIT)
An airworthy aircraft under the control of crew is flown into the ground
(or water) resulting in an accident
Threat Controls
Night/IFR Night/IFR Go-around Procedures
Threat 5.0: – Two Crew – Approach/Landing Flight Data Monitoring
Controlled Flight – Aircraft – Autopilot Multi-crew Operations
Into Terrain (CFIT) – Flight Planning Special VFR Procedures CRM/ADM Training
– Simulator Training Stabilized Approaches TAWS
Control 5.1: Night or Instrument Flight Rules (IFR) Control 5.8: Stabilized Approaches
– Two Crew Operations Aircraft operators must include type-specific stabilized
Flights flown at night or in IFR must have two-pilots who approach requirements in the Operations Manual. Refer to
hold valid and current instrument and night flying ratings the Flight Safety Foundation ALAR Briefing Note 7.1
using Standard Operating Procedures (SOPs) contained in (www.flightsafety.org).
the Operations Manual. Refer to the FSF ALAR Toolkit
(www.flightsafety.org). Control 5.9: Mandatory Go-around Procedures
Aircraft operators must include no-fault, mandatory go-around
Control 5.2: Special VFR Procedures
requirements in the Operations Manual.
Planned use of Special VFR procedures must only be used when
endorsed by a Competent Aviation Specialist.
Control 5.10: Flight Data Monitoring
Control 5.3: Night or IFR – Aircraft When available for the aircraft type, long-term contracts
that are for a duration of three years or greater and which
Flights flown at night or under IFR must be conducted in a specify individual aircraft must have operational Flight
multi-engine aircraft. Data Monitoring capability that is routinely used to assess
operational approach and landing competencies.
Control 5.4: Night or IFR – Flight Planning
Flights flown at night or under IFR must be conducted in Control 5.11: Multi-crew Operations
compliance with an IFR flight plan.
Where multi-crew operations are conducted, procedures
outlining the duties and responsibilities of all flight crew
Control 5.5: Night or IFR – Simulator Training members must be prescribed by the aircraft operator.
For long-term contracts, crews operating any aircraft at
night or under IFR must attend initial and recurrent simulator Control 5.12: CRM/ADM Training
training. Flight Training Devices may be used when they are
available for that aircraft type. All flight crew and cabin crew must have successfully
completed Crew Resource Management (CRM) or Threat
and Error Management (TEM) training at intervals not
Control 5.6: Night or IFR – Approach/Landing
exceeding two years. Completion of an Aeronautical
Recency
Decision Making (ADM) course is acceptable for approved
IFR and night approach recency must comply with the single-pilot operations.
responsible regulatory authority’s requirements, but not
include less than three night takeoff and landings for each
Control 5.13: Terrain Awareness Warning
pilot in the preceding 90 days.
Systems (TAWS)
Control 5.7: Night or IFR – Autopilot Aircraft that fly under IFR or at night and on long-term contract
must be fitted with an approved and serviceable Class A TAWS
An autopilot or AFCS must be fitted for night or IFR flights.
when an approved modification exists for the aircraft type. The
The aircraft operator must have an automation policy in the
aircraft operator must have related procedures to be followed
relevant Operations Manual that outlines the conditions and
by the flight crew in the event of an alert.
procedures for manual flying.
12 B A S I C AV I AT I O N R I S K S TA N D A R D – C o n t r a c t e d A i r c r a f t O p e r a t i o n s Ve r s i o n 5 , M a y 2 0 1 4Threat 6.0: Incorrect Loading
Incorrect loading of passengers and/or their lack of proper safety awareness
results in an aircraft accident
Threat Controls
Passenger Weight Passenger Briefing
Threat 6.0: Manifest
Cargo Weight and Loading Multi-language
Incorrect Loading Dangerous Goods Cargo
Load and Trim Calculations Briefing
Control 6.1: Passenger Weight Control 6.5: Dangerous Goods Cargo
For aeroplanes with less than 30 passenger seats and for all (Hazardous Materials)
helicopters, actual body weight (including hand luggage) must Comply with current International Air Transport Association
be used. (IATA) requirements (or similar requirements such as Title
Standard weights based on seasonal averages may be used 49 of the Code of Federal Regulations) associated with
for aeroplanes with 30 passenger seats or more if within Dangerous Goods Regulations. The aircraft operator must have
regulatory or operator requirements. appropriate procedures and trained personnel for the carriage
and acceptance of dangerous goods. All crew must complete
dangerous goods awareness training at least every two years.
Control 6.2: Cargo Weight and Loading
Weigh baggage and cargo separately and include details on Control 6.6: Passenger Briefing
the manifest.
Passengers must be briefed on emergency procedures
If cargo is carried inside the passenger compartment during and safety matters prior to flight, including the following
passenger carrying operations, secure it using nets and straps requirements:
and place it in front of the passengers where practical. Do not
• T hat there is no smoking during the flight or around the
obstruct normal or emergency exits.
aircraft and apron area;
• A
general description of the aircraft and specific avoid/
Control 6.3: Load and Trim Calculations danger areas;
Prior to takeoff, the Pilot-in-Command must ensure that fuel • T he location of non-smoking and fasten seatbelt signs and
and oil requirements are correct, and that weight and center briefing cards;
of gravity limits of the aircraft have been calculated and are • The use of seat belts and shoulder harnesses;
within limits for flight. The Load and Trim calculations may be
• The location and operation of oxygen masks, if applicable;
accomplished by any approved means, but the details must be
available in the cockpit at all times. • The means of communication between crew and passengers;
• The brace position;
Control 6.4: Manifest • T he location and use of normal and emergency exits and all
life-saving equipment; and
A passenger manifest that accurately reflects the occupants of
• Instructions on the use of Personal Electronic Devices (PEDs).
an aircraft must be raised for each flight or, where applicable,
each sector. The manifest must record the full name of each Passengers must be briefed after any sudden descent, return to
passenger and a copy must be accessible by flight following base, or any other event that may cause concern.
personnel at all times.
Control 6.7: Multi-language Briefing
When the first language in the area of operations is not
English, the aircraft operator must provide emergency exit
decals and briefings in the local language as well as English.
Ve r s i o n 5 , M a y 2 0 1 4 B A S I C AV I AT I O N R I S K S TA N D A R D – C o n t r a c t e d A i r c r a f t O p e r a t i o n s 13Threat 7.0: Collision on Ground
An aircraft and an object collide on the ground resulting in an accident
Threat Controls
Passenger Terminal Area Rotors Running
Threat 7.0: Designated Freight Area Load/Unload
Airfield Control
Collision On Ground Passenger Control Parking Apron
Ground Procedures Perimeter Fence
Control 7.1: Passenger Terminal Area Control 7.6: Parking Apron
Company owned and operated airfields must have a waiting For all company owned and operated airfields, the parking
area for passengers offering security, basic amenities, apron area must be assessed by the aircraft operator as
protection from the elements and a barrier from the aircraft being suitable for their type of aircraft. Consider other
movement area. Incoming and outgoing passenger routes must transient aircraft traffic, helicopter operations, refueling and
be designated. the Pavement Classification Number (PCN). For long-term
operations where practical, taxi lines specific to the contracted
aircraft type must be painted in the apron area for obstacle-
Control 7.2: Designated Freight Area
clearance maneuvering purposes.
Company owned and operated airfields, helipads and helidecks
must have a designated and secure freight area that provides
a controlled environment clear of the aircraft movement area
Control 7.7: Perimeter Fence
and public thoroughfare. Construct a perimeter fence around all company owned and
operated airfields to prevent access by livestock, other animals
and traveling pedestrians.
Control 7.3: Passenger Control
A designated Passenger Control Officer (PCO) or Helideck
Landing Officer (HLO) who is in a position to communicate with
Control 7.8: Airfield Control
the crew at all times must control all passenger movements to All company owned and operated airfields must have
and from the designated aircraft movement area. The PCO can personnel who are responsible for overseeing and managing
be provided by the company or aircraft operator, and may be a the airfield and operating standards. Responsibilities include
crew member in a multi-crew operation. having a basic understanding of the local aviation regulatory
system, certification requirements of the airfield and daily
The PCO and HLO must be identified using a distinguishing
airfield reporting officer duties.
vest if they are not a crew member of the aircraft.
Control 7.4: Ground Procedures
The Operations Manual must include requirements on ground
handling and the maneuvering of aircraft.
Control 7.5: Rotors Running Load/Unload
When loading or unloading passengers from helicopters with
rotors running, the pilot at the controls must only perform
cockpit duties that are related to the identification of external
hazards and passenger movement around the aircraft. The
transfer of passengers whilst the rotors are running must be
supervised by a designated PCO or HLO.
14 B A S I C AV I AT I O N R I S K S TA N D A R D – C o n t r a c t e d A i r c r a f t O p e r a t i o n s Ve r s i o n 5 , M a y 2 0 1 4Threat 8.0: Collision in Air
An aircraft and object collide in air resulting in an accident
Threat Controls
TCAS
Threat 8.0: Cruising Altitudes
Airfield Bird Control High Intensity
Collision In Air Radar Controlled Airspace
Strobe Lights
Control 8.1: Cruising Altitudes Control 8.4: Traffic Collision Avoidance
Comply with the ICAO cruising altitudes for both VFR and IFR System (TCAS)
flight unless circumstances, such as weather, require non- Aircraft capable of being flown at night, under the IFR and on
standard procedures. Where known bird migratory routes are long-term contract must be fitted with a TCAS. The aircraft
identified, make practical attempts to plan cruise altitudes operator must have a procedure describing the action to be
above 3000 feet above ground level. taken for TCAS alerts.
Control 8.2: Radar Controlled Airspace Control 8.5: High Intensity Strobe Lights
The Pilot-in-Command must consider the use of Air Traffic Aircraft on long-term contract operating in airspace without
Controlled or Monitored airspace when determining cruising radar coverage and where the potential for conflicting traffic
altitudes utilized during flight. is assessed as being high, must have high intensity strobe or
pulse lights fitted.
Control 8.3: Airfield Bird Control
Conduct active bird control at all company owned and
operated airfields when required and record the presence of
birds periodically. Where possible, birds must be dispersed or
removed in accordance with local wildlife regulations. Seeding
grass, open waste disposal and water ponds must be restricted
to remove attractions for birds.
Where bird activity exists, aircraft operators must minimize the
risk of bird strike during all operations.
Ve r s i o n 5 , M a y 2 0 1 4 B A S I C AV I AT I O N R I S K S TA N D A R D – C o n t r a c t e d A i r c r a f t O p e r a t i o n s 15Threat 9.0: Structural or Mechanical Failure
Structural or mechanical failure of the aircraft results in loss of control and
an accident
Threat Controls
Threat 9.0:
Single-engine Aircraft Minimum Equipment
Structural or Multi-engine Aircraft Helicopter Vibration Monitoring List (MEL)
Supply of Spares Engine Trend Monitoring Aural Cabin Pressure
Mechanical Failure
Hangar Facilities Warning System
Control 9.1: Single-engine Aircraft Control 9.5: Helicopter Vibration Monitoring
Single-engine aircraft must only be used for passenger flights Helicopters on long-term contract must have a plan endorsed
in a non-hostile environment under day visual conditions. by a Competent Aviation Specialist to fit a Health Usage
Monitoring System (HUMS) or airframe and engine Vibration
All single-engine aircraft used for passenger carrying
Monitoring System (VMS), where systems have been
operations must have turbine engines.
developed and approved for the helicopter type. The aircraft
operator must follow procedures to routinely download and
Control 9.2: Multi-engine Aircraft analyze data.
Multi-engine aircraft capable of sustaining a 1% net climb
gradient above the route lowest safe altitude, or 500 feet Control 9.6: Engine Trend Monitoring
above the terrain in the area of operations, with One Engine
All single-engine turbine aircraft on long-term contract must
Inoperative (OEI), must be used if:
fit an automatic electronic engine trend monitoring system
• Operating in a hostile environment and carrying passengers;
when available for the aircraft type. The aircraft operator must
• A
ny portion of the flight will be in instrument (non-visual) follow procedures to routinely download and analyze engine
night conditions; and/or trend data.
• Operating on extended over water flights.
Control 9.7: Minimum Equipment List (MEL)
Control 9.3: Supply of Spares Aircraft operators must develop a MEL for all aircraft on long-
Approved maintenance organizations must have a list of term contracts. All equipment installed on an aircraft must
approved suppliers that are included in a Quality Assurance be operational, unless it is operated in accordance with an
Program to ensure that parts received conform to FAA- approved MEL or approved by the appropriate civil aviation
approved (or equivalent) design data and are in a condition authority under an established program for deferred defects.
for safe operation.
Control 9.8: Aural Cabin Pressure Warning System
Control 9.4: Hangar Facilities Where approved for the aircraft type and permitted by the
Hangar facilities that are suitable for the activities being National Aviation Authority, all pressurized aircraft must be
performed must be accessible for aircraft operating on all equipped with an aural cabin pressure warning system in
long-term contracts. Long-term field operations, particularly addition to any visual cabin pressure warning system.
in high rainfall, arctic or desert environments, must have
sheltered arrangements for scheduled and non-scheduled
field aircraft servicing.
Permanent hangars must be fitted with fire extinguishers and
fire alarms which are regularly tested in accordance with fire
regulations. Records of such tests must be made available
upon request.
16 B A S I C AV I AT I O N R I S K S TA N D A R D – C o n t r a c t e d A i r c r a f t O p e r a t i o n s Ve r s i o n 5 , M a y 2 0 1 4Threat 10.0: Weather
Weather conditions force an aircraft to deviate from its original flight path
causing an accident
Threat Controls
Threat 10.0:
Adverse Weather Policy Wind Shear Training
Thunderstorm Avoidance VFR Minimum Requirements
Weather
Weather Radar Cold Weather Training
Control 10.1: Adverse Weather Policy Control 10.4: Wind Shear Training
An Adverse Weather Policy must be developed by the company Flight crew operating aeroplanes on long-term contract
in conjunction with the aircraft operator when weather must have ongoing training addressing the identification
conditions exist that are suitable for flying, but not suitable and recovery measures associated with microburst and wind
for normal operations. Situations can include: excessive wind shear phenomenon.
over helidecks prohibiting personnel movement to and from
the helicopter, excessive sea state preventing an effective
Control 10.5: VFR Minimum Requirements
offshore search and rescue capability, or man-made smoke
haze degrading visual conditions in a jungle environment. Aircraft operating under VFR must be flown in accordance
The Adverse Weather Policy must outline clearly under with the minimum local regulatory requirements for flight
what conditions flying operations should be restricted or under the VFR for departure, enroute and destination legs.
temporarily halted. Local Standard Operating Procedures must be developed for
areas such as mountainous jungle operations, where rapidly
changing VFR conditions can be common.
Control 10.2: Thunderstorm Avoidance
Aircraft operators must outline thunderstorm avoidance
Control 10.6: Cold Weather Training
techniques in the Operations Manual.
Crew who operate aircraft in a cold weather environment
(ground snow and ice) must undergo annual training prior to
Control 10.3: Weather Radar the onset of the winter season that addresses:
All aircraft contracted to be able to operate under IFR or at
• Pre-takeoff inspections;
night must be fitted with a serviceable weather radar. If the
weather radar becomes unserviceable, the aircraft must not • Anti-icing and de-icing including use of holdover time tables;
be flown in Instrument Meteorological Conditions (IMC), or • In-flight icing and associated hazards;
at night unless the weather forecasts indicate there is no
likelihood of thunderstorms, lightning, turbulence or icing. • C
old weather operational takeoff, approach and landing;
and
• R
unway visibility, contamination and performance
considerations.
Free online courses addressing the above include NASA aircraft
on-line icing courses (http://aircrafticing.grc.nasa.gov/).
Ve r s i o n 5 , M a y 2 0 1 4 B A S I C AV I AT I O N R I S K S TA N D A R D – C o n t r a c t e d A i r c r a f t O p e r a t i o n s 17Threat 11.0: Medical Evacuation
In addition to the Controls and Defences detailed in this Standard, the following
requirements apply to Medical Evacuation (Medevac) flights
Threat Controls
Securing Equipment Equipment Documentation
Threat 11.0:
Weight and Balance Equipment Inspection Schedule
Medical Transfers Provision of Oxygen
Medical Evacuation
Communications Flight Crew Qualifications,
Risk Assessment Experience and Recency
Control 11.1: Securing of Medical Equipment Control 11.6: Equipment Documentation
The aircraft operator must have a procedure that outlines the The aircraft operator must have appropriate documentation,
methodology associated with securing medical equipment such as Supplemental Type Certificates (STC), for all medical
in aircraft. equipment attached to the aircraft.
Control 11.2: Weight and Balance Control 11.7: Equipment Inspection Schedule
The aircraft operator must ensure that the weight and All medical equipment (including oxygen cylinders) that
balance calculations accurately account for stretcher are capable of being attached to the aircraft must be on an
carrying operations. inspection schedule to determine serviceability.
Control 11.3: Medical Transfers Control 11.8: Provision of Oxygen
The aircraft operator must have a procedure for operating The aircraft operator must have a procedure that ensures any
aircraft at Sea Level cabin pressure for medical transfers oxygen cylinders are filled to manufacturer specifications.
when required. Where oxygen cylinders are permanently fitted to stretcher
systems they must undergo regular hydrostatic testing in
Control: 11.4: Communications accordance with manufacturer specifications.
The aircraft operator must have the capability (such as
headsets) to allow communications between the medical team Control 11.9: Flight Crew Qualifications,
and the pilots for each aircraft type considered. Experience and Recency
Comply with the requirements listed in Appendix 1.
Control 11.5: Risk Assessment
The aircraft operator must have a risk assessment process so
that the urgency of medical evacuation is separated from the
safety-of-flight decision-making process.
18 B A S I C AV I AT I O N R I S K S TA N D A R D – C o n t r a c t e d A i r c r a f t O p e r a t i o n s Ve r s i o n 5 , M a y 2 0 1 4Defences 12.0: Aircraft Accident
Mitigating defences in the event of an aircraft accident
Defence 12.1: Aircraft Certification Standards Defence 12.5: Flight Following
Aircraft designed to the latest certification standards have Where flights are conducted outside of controlled airspace or
increased crashworthiness and survivability characteristics are not subject to any form of position reporting, the aircraft
when compared to those aircraft certified to older standards. operator in conjunction with the company must establish a
Consider the certification standard when selecting aircraft for system of flight following appropriate for the operation. An
all long-term contracts. Emergency Response Plan must be able to be activated at all
times in the event of distress or loss of communications.
Defence 12.2: Emergency Response Plan
All aircraft operations (including company owned or operated
Defence 12.6: Survival Kit
airports) must have an Emergency Response Plan (ERP) Survival kits appropriate for the geographical location and
commensurate with the activity undertaken that covers: climatic conditions (offshore, jungle, arctic, desert, etc.) must
documented land-before-last-light limitations, exposure be carried for those operations where search and rescue
considerations, local Search and Rescue (SAR) capabilities, and response times would require use of the equipment.
hazards associated with the surrounding environment.
The ERP must be exercised annually for all long-term Defence 12.7: Flight Crew PLB
operations and include a bridging document detailing lines of
Flight crew operating helicopters in hostile environments must
communications between the company and aircraft operator.
have access to a voice-capable GPS Personal Locator Beacon
(PLB) and carry any other necessary survival equipment on
Defence 12.3: Emergency Locator Transmitter their person.
An Emergency Locator Transmitter (ELT) meeting the
requirements of Technical Standard Order (TSO) 126 (406MHz) Defence 12.8: First-Aid Kit
or equivalent must be fitted to all contracted aircraft. The
At least one first-aid kit must be carried on all aircraft.
responsible party noted on ELT registration as the primary
contact is also to be detailed in the aircraft operator’s
Emergency Response Plan. Defence 12.9: Passenger Dress Requirements
Passengers must wear clothing and footwear appropriate
Defence 12.4: Satellite Flight Following to the environment being flown over regardless of the flight
duration.
All aircraft on long-term contract operating in hostile
environments must be fitted with satellite flight following With the exception of hard hats with chin straps, the wearing
systems. The system must be monitored by designated flight of caps and other headgear of any type in and around
following personnel with no secondary duties who are able to helicopters is prohibited. This does not apply to flight crew
initiate the Emergency Response Plan if required. The system members inside the cockpit, conducting an aircraft inspection
components must include: a cockpit distress function with with rotors stopped or during rotors running with the cap
corresponding audio at the base station, cockpit indication of secured by communication headset.
functionality, satellite telephone with text back-up, internet-
based monitoring system and the ability to adjust reporting Defence 12.10: Cockpit Voice Recorder (CVR)/
intervals based on altitude. Flight Data Recorder (FDR)
Aircraft on long-term contract and certificated with a seating
capacity of more than nine passenger seats shall be fitted
with a Cockpit Voice Recorder and Flight Data Recorder when
available for the aircraft type.
Ve r s i o n 5 , M a y 2 0 1 4 B A S I C AV I AT I O N R I S K S TA N D A R D – C o n t r a c t e d A i r c r a f t O p e r a t i o n s 19Defence 12.0 (cont.)
Defence 12.11: Upper Torso Restraint
All helicopter and single-engine aeroplane crew and passenger
seats must be fitted with upper torso restraints and be worn at
all times.
The use of seat belt extensions that interfere with the full
effectiveness of the upper torso restraint is prohibited.
Defence 12.12: Limitations in Sideways Seating
Sidewards facing seats must be avoided during takeoff and
landing, unless regulatory approved shoulder restraints are
used and passengers are briefed on the importance of their
use accordingly.
Defence 12.13: Crash Boxes
Company owned and operated landing sites supporting long-
term operations must have a crash box accessible to personnel
at the airfield or primary helipad.
Defence 12.14: Rescue Firefighting
All company owned or operated helipads or airfields must have
a means of providing a fire response capability commensurate
with the potential risk. Personnel must receive training on the
equipment provided.
Defence 12.15: Insurance
It is the responsibility of the contracting company to determine
the level of insurance required in accordance with company
risk management standards.
Such insurance must not be cancelled or changed materially
during the course of the contract without at least 30 days
written notice to the company.
The company must be named as additional insured under
the contract.
20 B A S I C AV I AT I O N R I S K S TA N D A R D – C o n t r a c t e d A i r c r a f t O p e r a t i o n s Ve r s i o n 5 , M a y 2 0 1 4Appendices Ve r s i o n 5 , M a y 2 0 1 4 B A S I C AV I AT I O N R I S K S TA N D A R D – C o n t r a c t e d A i r c r a f t O p e r a t i o n s 21
Appendix 1:
Flight Crew Qualifications, Experience and Recency
Pilot-in-Command – Aeroplanes and Helicopters
Qualifications >5700 kg Multi-engine 5700 kg Multi-engineAppendix 2:
Basic Aircraft Equipment Fit
Helicopters and Aeroplanes
Equipment Multi-engine Single-engine
Two VHF Transceivers
One HF Transceiver, if VHF coverage is not
available for the entire area
Mode C or S Transponder
TSO 126 ELT
GPS (IFR TSO required for night or IFR operations)
Upper Torso Restraints Required
(Helicopter and SE Aeroplane only)
First-Aid Kit
One Fire Extinguisher
Survival Equipment, tailored to environment
Automatic Electronic Engine Trend Monitoring –
required for single-engine aircraft on
long-term contract
Internal PA system or effective ability to
communicate with passengers Required for passenger carrying operations
Passenger Briefing Cards
Autopilot or AFCS(1)
Two ADF, if NDB approach is only approved
instrument approach available
Two VOR/ILS Required IFR or Night
VSI
Radio Altimeter with audio and visual alert
Color Weather Radar
TCAS
TAWS Optional
Satellite Flight Following (hostile environment)
CVR/FDR, or as required by local CAA
(>9 passenger seats)
HUMS, UMS or VMS Required for dedicated long-term contracts
FDM – contracts exceeding three years
Performance based navigation system where
ground based navigation systems do not provide
approach capability
High Visibility Pulse Lights – in areas of traffic
External Mirrors for situational awareness
(helicopters only)
Optional
External Loud Hailer for passenger control
(helicopters only)
(1) The following twin engine aircraft are exempt from this requirement: DHC-6 Twin Otter, Beech 99, Beech 1900, Beech King Air 90/100/200, Embraer Bandeirante,
Fairchild Swearingen Metro III/IV, Let 410 and Jetstream J31/32.
Ve r s i o n 5 , M a y 2 0 1 4 B A S I C AV I AT I O N R I S K S TA N D A R D – C o n t r a c t e d A i r c r a f t O p e r a t i o n s 23Appendix 3: Abbreviations ACAS Airborne Collision Avoidance System ICAO International Civil Aviation Organization ADF Automatic Direction Finder IFR Instrument Flight Rules ADM Aeronautical Decision Making ILS Instrument Landing System AFCS Automatic Flight Control System IMC Instrument Meteorological Conditions AGL Above Ground Level LSALT Lowest Safe Altitude ALAR Approach and Landing Accident Reduction MAP Missed Approach Point AMSL Above Mean Sea Level MEL Minimum Equipment List AOC Air Operator’s Certificate MODU Mobile Drilling Unit AP Autopilot NDB Non-Directional Beacon APU Auxiliary Power Unit NVIS Night Vision Imaging System ATPL Air Transport Pilot Licence NVFR Night Visual Flight Rules AWOS Automated Weather Observation System OEI One Engine Inoperative BARS Basic Aviation Risk Standard PCN Pavement Classification Number BIG BARS Implementation Guidelines PCO Passenger Control Officer CAA Civil Aviation Authority PIC Pilot-in-Command C of G (Aircraft) Center of Gravity PLB Personal Locator Beacon CFIT/W Controlled Flight into Terrain/Water PPE Personal Protective Equipment CPL Commercial Pilot’s Licence SAR Search and Rescue CRM Crew Resource Management SMS Safety Management System CVR Cockpit Voice Recorder SOP Standard Operating Procedure DG Dangerous Goods STC Supplementary Type Certificate DME Distance Measuring Equipment SVFR Special Visual Flight Rules DSV Drilling Support Vessels TAWS Terrain Awareness Warning System ELT Emergency Locator Transmitter TCAS Traffic Collision Avoidance System EPIRB Emergency Position Indicating Radio Beacon TEM Threat and Error Management ERP Emergency Response Plan TSO Technical Standards Order FAA Federal Aviation Authority (USA) UMS Unit Monitoring System FDM Flight Data Monitoring VFR Visual Flight Rules FDR Flight Data Recorder VHF Very High Frequency FPSO Floating Production and Storage Offload VMC Visual Meteorological Conditions GA General Aviation VMS Vibration Monitoring System GPS Global Positioning System VOR VHF Omni Directional Range navigation system HF High Frequency VSI Vertical Speed Indicator HLO Helideck Landing Officer VY Best Rate of Climb Speed HUET Helicopter Underwater Escape Training V1 Decision Speed on Takeoff HUMS Health and Usage Monitoring System VNE Velocity Never Exceed IAGSA International Airborne Geophysics Safety Association IATA International Air Transport Association 24 B A S I C AV I AT I O N R I S K S TA N D A R D – C o n t r a c t e d A i r c r a f t O p e r a t i o n s Ve r s i o n 5 , M a y 2 0 1 4
Appendix 4:
External Load Operations
Figure 3: BARS Bow Tie Risk Model – Schematic of Aviation Risk Management Controls
and Recovery Measures for External Load Operations.
Threat Controls
Threat 13.0: Fuel Reserve
Fuel Exhaustion Low Level Light
Threat 14.0:
Failure of Lifting Equipment Visual Inspection
Servicing Schedule Shackles Aircraft Accident
Lifting Equipment
Recovery Measures:
Threat 15.0:
Inadvertent Manual and Electrical Standardized Controls
Load Construction
Release Mechanism Guarded Release Switch
Load Release
Flight Crew Helmets
Threat 16.0:
Pilot Experience External Mirrors
In-flight Loss Instrument Remote Indicators Flight Following
Pilot Daily Flight Times Load Weight
of Control Standard Operating Procedures
No Passengers
Threat 17.0:
Line Fouling Weighted Lines Maneuver Boundary Envelope
Never Exceed Speeds Short Line
In Transit
Threat 18.0: Ground Briefing
Ground Loss Aircraft Ground Control
of Control Ground Personnel
Ve r s i o n 5 , M a y 2 0 1 4 B A S I C AV I AT I O N R I S K S TA N D A R D – C o n t r a c t e d A i r c r a f t O p e r a t i o n s 25Appendix 4:
Threat 13.0: Fuel Exhaustion – External Load Operations
The helicopter operates on minimum fuel load to maximize lifting capability, runs out of fuel
and suffers an engine flame-out resulting in an accident
Threat Controls
Threat 13.0: Fuel Reserve
Fuel Exhaustion Low Level Light
Control 13.1: Fuel Reserve Control 13.2: Low Level Light
Maintain a minimum fuel reserve of 20 minutes at all times. When available for the aircraft type, a fuel low level warning
light must be fitted.
Threat 14.0: Failure of Lifting Equipment –
External Load Operations
The lifting equipment fails and drops the load resulting in an accident on the ground
Threat Controls
Threat 14.0:
Failure of Lifting Equipment Visual Inspections
Servicing Schedule Shackles
Lifting Equipment
Control 14.1: Lifting Equipment Control 14.3: Visual Inspections
The aircraft operator must ensure the serviceability and All lifting equipment (cables, lines, straps, baskets, swivels,
certified safe working load of lifting equipment is adequate for clevises, etc.) must be inspected by qualified personnel daily
the task and appropriate to the material used for the line. prior to the flight. Any signs of wear, fraying, corrosion,
kinks or deterioration must result in the equipment being
discontinued from use.
Control 14.2: Servicing Schedule
Lifting equipment must conform to a servicing schedule
that provides all necessary documentation associated with
Control 14.4: Shackles
inspections, certification and serviceability. Copies of this The shackles used to connect the cable to the aircraft must
servicing schedule must be made available to the aircraft conform to specific Flight Manual supplements regarding the
operator’s representatives in the field. diameter of the shackle rings and their use with respective
hook types on the aircraft.
26 B A S I C AV I AT I O N R I S K S TA N D A R D – C o n t r a c t e d A i r c r a f t O p e r a t i o n s Ve r s i o n 5 , M a y 2 0 1 4Threat 15.0: Inadvertent Load Release –
External Load Operations
The load is inadvertently released in flight, falls to the ground and causes an accident
Threat Controls
Threat 15.0:
Inadvertent Manual and Electrical Standardized Controls
Load Construction
Release Mechanism Guarded Release Switch
Load Release
Control 15.1: Manual and Electrical Control 15.3: Guarded Release Switch
Release Mechanism When available for the aircraft type, all electrical release
The aircraft must have a serviceable cockpit manual and electric switches must be guarded to prevent inadvertent activation.
release mechanism and an external manual release at the hook.
Control 15.4: Load Construction
Control 15.2: Standardized Controls The aircraft operator must ensure that all loads are rigged
When practical for aircraft of the same or similar type, the by qualified personnel.
aircraft operator must standardize electrical load release
switches, particularly when located on the cyclic and
collective controls.
Ve r s i o n 5 , M a y 2 0 1 4 B A S I C AV I AT I O N R I S K S TA N D A R D – C o n t r a c t e d A i r c r a f t O p e r a t i o n s 27You can also read
