F l i g h t S a f e t y F o u n dat i o n

Basic Aviation Risk Standard

Resource Sector

 Version 4, April 2012

Contents
All Threats 1.0: Common Controls 6 Appendices 21
Threat 2.0: Runway Excursions 9 Appendix 1: Aircrew Qualifications and Experience 22
Threat 3.0: Fuel Exhaustion 10 Appendix 2: Basic Aircraft Equipment Fit 23
Threat 4.0: Fuel Contamination 11 Appendix 3: Abbreviations 24
Threat 5.0: Controlled Flight Into Terrain (CFIT) 12 Appendix 4: External Load Operations 26
Threat 6.0: Incorrect Loading 13 Appendix 5: Offshore Operations 34
Threat 7.0: Collision on Ground 14 Appendix 6: Night Vision Goggles (NVG) Operations 39
Threat 8.0: Collision in Air 15
Threat 9.0: Structural or Mechanical Failure 16
Threat 10.0: Weather 17
Threat 11.0: Medical Evacuation 18
Defences 12.0: Aircraft Accident 19

Copyright, Copying and Updates

Basic Aviation Risk Standard© Copyright 2010 by Flight Safety Foundation Limited (ABN 41 135 771 345) (“FSF Ltd”) a wholly owned subsidiary of Flight Safety
Foundation Inc. (“FSF Inc”), incorporated in the State of New York, USA.
A copy of the Basic Aviation Risk Standard, as updated, (“Standard”) may be accessed on the BARS website: [Link]. The Standard may be copied
freely, in its entirety or in part, provided all such copies include this copyright notice and disclaimer in their entirety.
From time to time this Basic Aviation Risk Standard may be updated. The website [Link] should be consulted to obtain the latest updates.

Disclaimer
This Standard is made generally available, with a view to raising awareness of safety and risk issues in respect of aviation and associated operations in the resource
sector and other sectors which use air operators. Any person involved in these operations or sectors should not rely solely on this Standard to manage risk, and must
exercise their own skill, care and judgement with respect to the management of risk and the use of this Standard.
FSF Ltd and FSF Inc expressly disclaim any and all liability and responsibility to any person in respect of the consequences of anything done or not done in reliance,
whether wholly or in part on the Standard. In no circumstances will either FSF Ltd or FSF Inc be liable for any incidental or consequential damages resulting from use
of the Standard.
Use, distribution or reproduction of this Standard in any way constitutes acceptance of the above terms.

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Purpose
This document is to provide Companies engaged in the resource sector with a
standard to assist in the risk-based management of aviation operations supporting
their activities.
All national and international regulations pertaining to aviation operations must
always be followed. The detail contained in this standard is intended to supplement
those requirements.

Document Structure Key Definitions

The Standard is presented in a risk-based format to emphasise Company
the relationship between threats to aviation operations,
Refers to the individual company using this Standard to
associated controls and applicable recovery/mitigation
support their aviation operations.
measures as presented in Figure 1.

The risk-based presentation is further intended to assist all

Operator
Company personnel 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.
As a basic standard, 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 engaged in the resource industry.

Non-Hostile Environment
Variations
An environment in which a successful emergency landing can
Any variation to this Standard is at the discretion of each
be reasonably assured, and the occupants of the aircraft can
individual Company. It is recommended that each variation
be adequately protected from the elements, and search and
be assessed to demonstrate that the risks associated with
rescue response/capability can be provided consistent with the
the variation are tolerable and justify safe continuation
anticipated exposure.
of operations.

A diagram showing the Basic Aviation Risk Standard Variance Long-term Contract
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 accredited Auditor.

Additional definitions related to the use of this Standard are

presented in Appendix 3.

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Figure 1: Schematic of Aviation Risk Management Controls and Recovery Measures

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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
Only appropriately licensed aircraft operators who have been The aircraft operator or maintenance service provider shall
reviewed and endorsed for use by a competent aviation establish a recurrent training program for maintenance
specialist are to be used in support of Company activities. personnel at periods not exceeding three years. The training
should at least include human factors in maintenance and
Common Control 1.2: Aircrew Qualification company maintenance documentation and procedures, and
where appropriate include technical components for aircraft
and Recency
and systems being maintained.
Aircrew are to meet the minimum experience requirements
presented in Appendix 1.
Common Control 1.6: Basic Aircraft
Equipment Fit
Common Control 1.3: Aircrew Check and Training
Aircraft basic equipment fit shall meet the minimum
All aircrew shall receive annual recurrent training to the
requirements presented in Appendix 2.
standards of the appropriate civil aviation authorities, and
a minimum of two flight checks annually at not less than
a frequency of every six months for long-term contracted
Common Control 1.7: Drug and Alcohol Policy
operations. These flight checks at minimum shall include a The aircraft operator shall have a Drug and Alcohol policy
combination of a proficiency check (non-revenue) and a route which meets all requirements of the local regulatory authority
check (revenue-flight permissible). when such requirements exist. When no such regulatory
requirements exist the operator shall at minimum meet the
Where distinct climatic seasons are experienced, such as snow/
requirements of the contracting Company.
ice winter conditions, training related to the seasonal change
is recommended. Before commencing flight duties in a new
location on long-term contract, all crew members shall receive Common Control 1.8: Flight Time Limits
a documented line check that includes orientation of local Unless local regulatory requirements are more stringent the
procedures and environment. following flight time limits are to be applied.

Single Pilot Dual Pilot

Common Control 1.4: Maintenance Personnel
Qualification 8 hours daily flight time 10 hours daily flight time

40 hours in any 7-day 45 hours in any 7-day

Maintenance personnel are to meet the minimum experience consecutive period consecutive period
requirements presented 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

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Common Control 1.9: Aircrew Duty Time Common Control 1.12: Accident and Incident
A duty day shall not exceed 14 hours and where 12 hours
Notification
have been exceeded must be followed by a rest period of 10 As part of their Safety Management System, the aircraft
hours. Crews on rotational assignments that arrive following operator shall advise the Company of any incident, accident
overnight travel or travel exceeding four timezones change or non-standard occurrence related to the services provided to
should not be rostered for flying duties until the 10-hour rest the Company that has, or potentially has, disrupted operations
period is met. or jeopardised safety.

Regulatory approved fatigue management programs may be

used in lieu of the above limits when reviewed and endorsed Common Control 1.13: Operational Risk
by competent aviation specialist advice. Assessment
Before commencing operations for any new or existing aviation
Common Control 1.10: Maintenance Duty Time activity a documented assessment of operational risks and
The aircraft operator or maintenance service provider shall their respective mitigation shall be conducted by the aircraft
establish a fatigue management program to minimise the operator. Guidance for the conduct of a risk assessment can
effects of acute and chronic fatigue amongst maintenance be obtained by the aircraft operator from the Flight Safety
personnel. This shall include maximum working hours, Foundation.
minimum rest periods and roster schedules. The requirement
to conduct overnight maintenance should be reviewed by a Common Control 1.14: Helicopter External Load,
competent aviation specialist. Offshore and NVG Operations
For companies involved in helicopter external loads, offshore
Common Control 1.11: Aircraft Operator Safety and/or night vision goggle (NVG) operations, additional
Management System controls addressing these activities are presented in
All aircraft operators shall have a Safety Management System Appendices 4, 5 and 6 to this document respectively.
(SMS) commensurate with the size and complexity of their
operation. Additional information useful for operators’ SMS
development as follows:

ICAO Safety Management System

Flight Safety Digest Volume 24 No 11 - 12, Nov - Dec 2005

International Helicopter Safety Team – SMS Toolkit

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All Threats 1.0 (cont.)

Common Control 1.15: Airborne Geophysical Figure 2

Operations
Companies engaged in airborne geophysical operations shall
ensure aircraft operators supporting this flight regime are
members of the International Airborne Geophysics Safety
Association (IAGSA) and comply with all requirements of
the IAGSA Safety Manual if more restrictive than the BARS
requirements. Any Notification of Differences held by the
aircraft operator to the IAGSA standard must be made known
to the Company prior to operational engagement.

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Threat 2.0: Runway Excursions
The aircraft departs the runway during take-off or on landing and results
in an aircraft accident

Control 2.1: Airfield and Helipad Design Control 2.5: Balanced Field Length –
Where local guidance is not acceptable to Company, ICAO No Performance Charts
Annex 14 Aerodromes, Volume I (‘Aerodrome Design and Multi-engine aircraft that do not have the appropriate Flight
Operation’) and ICAO Annex 14, Volume II (‘Heliports’) are to Manual performance charts to achieve Control 2.4 shall restrict
be used for design considerations when constructing (or major payload to ensure that in the event of an engine failure the net
rework) permanent long-term Company owned and operated take-off path clears obstacles by 35 feet up to a height of 1500
airfields and helipads supporting production operations. feet above the aerodrome using the following conditions:
Prevailing winds and location of mining/facility infrastructure • Failure occurs when the aeroplane has reached published
in relation to the proposed airfield or helipad departure best Rate of Climb (VY) speed
and approach splays shall also be included in initial design
• Undercarriage up if retractable
considerations.
• Flaps are fully retracted

Control 2.2: Airfield Inspections • Propeller on inoperative engine feathered.

In addition to any regulatory required reviews, all Company

owned and/or operated airfields should have a minimum of Control 2.6: Destination Weather Reporting
an annual operational control and safety review by qualified
For Company owned and operated airfields and helidecks,
airfield specialists.
the following data shall be communicated to arriving aircraft
either by an Automatic Weather Observation System (AWOS)
Control 2.3: Landing Site Assessments and/or trained weather observer:

Aircraft operators shall have a means of conducting landing • Wind direction and speed
site assessments prior to commencing operations which must
• Temperature
further be incorporated into the operational risk assessment
(Control 1.13). • Barometric pressure

• Cloud ceiling height and visibility.

Control 2.4: Balanced Field Length All equipment shall be maintained on a current
All multi-engine aeroplanes shall meet balanced field calibration register.
requirements so that following an engine failure on take-off
the aircraft will be able to stop on the remaining runway Control 2.7: Precision Approach Path Indicator
and stop-way, or continue (using the remaining runway and
(PAPI)
clearway) and climb achieving a net climb gradient greater
than the take-off path obstacle gradient. For Company owned and operated airfields Precision Approach
Path Indicator (PAPI) lighting shall be installed.

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Threat 3.0: Fuel Exhaustion
Aircraft conducts a forced landing or ditching as a result of fuel exhaustion and
leads to an aircraft accident

Control 3.1: Fuel Check Control 3.6: Hot Refuelling

The aircraft operator shall have procedures in place that Hot refuelling shall only be conducted when considered
require the Pilot-in-Command to ensure the required amount operationally necessary and must be approved by Company
of fuel is on board the aircraft prior to each flight. prior to use. Aircraft operator shall have documented
procedures covering all aspects of hot refuelling.*

Control 3.2: Flight Plan Weather Data *Note 1 – Documented procedure to include the following
considerations:
All aircrew are to have access to reliable weather information
• N
 o passengers are to be onboard during refuelling unless the
when determining fuel loads in pre-flight planning.
Pilot‑in-Command assesses it safer to do so. In this event the
passengers are to receive a safety brief prior to refuelling. No side
Control 3.3: Flight Plan well-seats are to be used (e.g. Bell 212, 214, 412)
• Fire fighting capability is to be available and manned
Wherever practical flights are to be conducted on an
• T he aircraft operator’s Operations Manual is to detail all aspects
Instrument Flight Rules (IFR) flight plan lodged with the
of hot refuelling, including personnel training, sequence of aircraft
relevant regulatory agency. When not possible, use of Visual
grounding and duties of personnel (in addition to the pilot) required:
Flight Rules (VFR) flight plans is permitted but shall be lodged (minimum of three for helicopter ops – one for refuelling, one for
with a responsible party (regulatory authorities, aircraft pump shut-off and one for fireguard)
operator or Company site representative) and flown under • Radios are not to be used during refuelling
a flight-following regime.
• A
 nti-collision lights, radio altimeter, radar, transponder and DME
equipment should be switched OFF
Control 3.4: IFR Fuel Plan • P
 rior to removing the fuel cap and inserting the fuel nozzle or
connecting the pressure hose into the aircraft fuel tank, grounding
In addition to operational holding fuel requirements, fuel loads
wires running from the fuel station and from the fuel hose to the
shall cover fuel used during start-up, taxi, en route, approach aircraft should be connected
and transit to the alternate destination (if required). Additional
• W
 hen refuelling is completed, the Pilot-in-Command shall verify that
variable reserves of 10% of the total trip fuel and 30 minutes all equipment is removed, the fuel cap has been securely replaced
as fixed reserve are to be carried. and the aircraft is properly configured for flight
• C
 orrect fuel loads should be confirmed by the Pilot-in-Command
Control 3.5: VFR Fuel Plan prior to departure.
Note 2 – Refuelling fixed wing aircraft with engines operating must
Fuel loads are to cover the planned route. An additional not be conducted unless the aircraft is fitted with an Auxiliary Power
variable reserve of 10% of the total trip fuel and 30 minutes Unit (APU) which goes unserviceable at an outstation without ground
as fixed reserve is to be carried. power assistance and where power is required for refuelling. A formal
approval from the local regulatory body (where required) must be in
place prior to hot refuelling taking place on any fixed wing aircraft.
APU running without engines operating does not constitute hot
refuelling and is acceptable.

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Threat 4.0: Fuel Contamination
Aircraft forced to put down at unprepared sites with minimal warning as a result
of contaminated fuel causing loss of engine power and results in aircraft accident

Control 4.1: Fuel Testing Control 4.4: Fuel Storage

Testing of the fuel supplied shall include use of water detector Prior to testing and approval for use, all fuel storage
capsules or any equivalent that is able to test for water in facilities shall be allowed to settle 1 hour for each 1 foot of
suspension. The Pilot-in-Command will ensure that the quality fuel depth (or three hours per metre) after the tanks have
of the fuel being uplifted is acceptable for operation of been re‑supplied, or in the case of drum-stock when the
the aircraft. barrels have been moved to the vertical. Additional storage
requirements include:

Control 4.2: Fuel Filtration • Storage tanks should have floating suction or minimum
standpipe
Fuel delivery systems including portable systems are to be
• Bulk deliveries should be filtered into storage tanks
fitted with water blocking filtration of the Go No-Go types.
Filter canisters are to be marked with the next date of change • Fuel systems should be identified by placard during the
or inspection cycle. All filters must be replaced at nominated settling period indicating the time when settling will be
pressure differentials as annotated on the filter housing or as completed
recommended by the manufacturer, but as a minimum will be • All steel tanks should be lined with an approved epoxy liner
replaced annually. unless the tanks are constructed of stainless steel
• All Company new-build fuel systems should have stainless
Control 4.3: Fuel Sampling steel and connection welded plumbing.

When incorporating supply fuel tanks in Company owned and

operated facilities, a slope at the base with a sump drain at the Control 4.5: Drummed Fuel
tank low point (or equivalent) for sampling purposes shall be Aircraft operator shall have procedures for the use of
specified for installation. drum‑stock that require:
When using a dedicated fuel source, a sample from the source • The seals to be tight and not broken prior to use
shall be retained in a clear jar with screw-top-lid, labelled with
the current date and retained until completion of the daily • Fuel is to be consumed within 12 months of packaging date
flying activities. • Drums are to be stored horizontally with bungs at 3 and
9 o’clock, should have minimal contact with the ground (using
wooden slats or equivalent), and covered where possible

• Use of drummed fuel to be contingent on thorough sampling

and testing procedures

• Testing procedures to use water detector capsules or an

approved equivalent

• Before fuelling the aircraft, a small amount of fuel to be

pumped into a container to remove any contaminants from
the hose and nozzle.

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Threat 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

Control 5.1: Night or Instrument Flight Rules (IFR) Control 5.8: Mandatory Go-around Procedures
– Two crew operations Aircraft operators are to have mandatory no-fault go-around
Flights flown at night or in IFR shall be crewed by two pilots procedures in the relevant section of the Operations Manual.
who hold valid and current instrument and night flying ratings
using Standard Operating Procedures (SOPs) contained in the Control 5.9: Flight Data Monitoring
Operations Manual. For additional reference see FSF ALAR
Toolkit ([Link]). When available for the aircraft type, contracts that are for
duration of three-years or greater and which specify individual
aircraft are to have operational Flight Data Monitoring
Control 5.2: Special VFR Procedures capability that is routinely used to assess operational approach
Planned use of Special VFR procedures shall only be used when and landing standards.
endorsed by aviation specialist advice.
Control 5.10: Multi-crew Operations
Control 5.3: Night or IFR – Aircraft Procedures outlining duties and responsibilities of all crew
Flights flown at night or under IFR shall be conducted in a members shall be prescribed by the aircraft operator in those
multi-engine aircraft. cases where multi-crew operations are conducted.

Control 5.4: Night or IFR – Flight Planning Control 5.11: CRM/ADM Training
Flights flown at night or under IFR shall be conducted in All flight crew (including cabin attendants) shall have
compliance with an IFR flight plan. successfully completed Crew Resource Management (CRM)
or Threat and Error Management (TEM) training at intervals
not exceeding two years. Completion of an Aircrew Decision
Control 5.5: Night or IFR – Simulator Training
Making (ADM) course is acceptable for approved single pilot
For long-term contracts, crews operating any aircraft at night operations.
or under IFR shall attend initial and recurrent type specific
simulator training or Flight Training Devices when reasonably
Control 5.12: Night or IFR – Autopilot
available for that aircraft type.
For night or IFR flights, an autopilot or AFCS must be
fitted and in normal operations coupled during the flight
Control 5.6: Night or IFR – Approach/Landing
and approach.
Recency
IFR and night approach recency is to meet that of the local
Control 5.13: Terrain Awareness Warning
regulatory environment, but not less than 3 night take-off
Systems (TAWS)
and landings for each pilot in the preceding 90 days.
Aircraft that may be tasked to provide flight under IFR or
at night and on long-term contract shall be fitted with an
Control 5.7: Stabilised Approaches
approved and serviceable Class A TAWS when an approved
Aircraft operators are to detail type-specific stabilised modification exists for the aircraft type. The aircraft operator
approach in the relevant section of the Operations Manual. is to have corresponding procedures outlining the action to be
For additional information see Flight Safety Foundation ALAR taken by aircrew in the event of an alert.
Briefing Note 7.1 ([Link]).

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Threat 6.0: Incorrect Loading
Incorrect loading of passengers and/or their lack of proper safety awareness
results in an aircraft accident

Control 6.1: Passenger Weight Control 6.5: Dangerous Goods Cargo

For fixed wing aircraft that have less than 30 passenger (Hazardous Materials)
seats and all helicopters, actual body weight (including hand Carriage of dangerous goods is to comply with current
luggage) is to be used. International Air Transport Association (IATA) guidance
If within regulatory and operator operating guidance, (or similar guidance such as Title 49 of the Code of Federal
standard weights based on seasonal averages acceptable Regulations) associated with Dangerous Goods Regulations.
to the Company may be used for fixed wing aircraft with 30 The aircraft operator shall have appropriate procedures
passenger seats or more, unless aviation specialist advice and trained personnel for the carriage and acceptance of
provides alternative guidance. dangerous goods. All aircrew are to have completed dangerous
goods awareness training at intervals not exceeding two years.

Control 6.2: Cargo Weight

Control 6.6: Passenger Briefing
All baggage and cargo will be weighed separately and appear
on the manifest and measures are to be taken to ensure that Passengers shall be briefed on emergency procedures and
effects of rain do not alter the weight prior to loading. Cargo safety matters prior to flight. Minimum briefing requirements
will not normally be carried inside the passenger compartment must include:
during passenger carrying operations. Should it be necessary, • No smoking around the aircraft and apron area, or at any
the cargo must be adequately secured using nets and straps, stage during flight
and must not obstruct normal or emergency exits and where
• General description of aircraft and specific avoid/danger
practical should be placed forward of the passengers.
areas

• Location of non-smoking and fasten seatbelt signs and

Control 6.3: Weight and Balance Calculations
briefing cards
Prior to take-off the Pilot-in-Command (PIC) is to ensure that
• Use of seat belts and shoulder harnesses
fuel and oil requirements are correct, and that weight and
centre of gravity limits of the aircraft have been calculated • Location and operation of oxygen masks, if applicable
and are within limits for flight. Use of an approved load-sheet
• Means of communication between crew and passengers and
is acceptable for use and must be available in the cockpit
the BRACE position
at all times.
• Location and use of normal and emergency exits and all life-
saving equipment
Control 6.4: Manifest
• Guidance on the use of Personal Electronic Devices (PEDs)
A passenger manifest is to be raised for each flight or, where
applicable, each sector. At a minimum the passenger’s full • Passengers must be briefed after any sudden descent, return
name shall be recorded. The manifest shall always accurately to base, or any other event that may cause concern.
reflect the occupants of an aircraft when in flight, and a copy
must be accessible by flight following 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 is to provide emergency exit
decals and briefing in the local language as well as English.

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Threat 7.0: Collision on Ground
Aircraft and object collide on ground resulting in aircraft accident

Control 7.1: Passenger Terminal Area Control 7.5: Rotors Running Load/Unload
Company owned and operated airfields shall have a waiting When loading or unloading passengers from helicopters with
area for passengers offering security, basic amenities, rotors running, the pilot at the controls is only to be engaged
protection from the elements and a barrier from the aircraft in essential cockpit duties associated with identification of
movement area. Separation between incoming and outgoing external hazards and passenger movement around the aircraft.
passengers should be designated. Rotors running passenger transfer must only be conducted
under the supervision of a designated PCO or HLO.
Written safety material that reinforces key aircraft safety
information should be displayed in the waiting area, which
may also serve for video briefing and check-in process. Control 7.6: Parking Apron
For all Company owned and operated airfields, the parking
Control 7.2: Designated Freight Area apron area shall be assessed by the aircraft operator as
being suitable for operation of their aircraft type. This shall
Company owned and operated airfields, helipads and helidecks
also include consideration of other transient aircraft traffic,
shall have a designated and secure freight area that provides
helicopter operations, refuelling considerations and Pavement
a controlled environment clear of the aircraft movement area
Classification Number (PCN). For long-term operations and
and public thoroughfare.
where practical, taxi lines specific to the contracted aircraft
type should be painted in the apron area for obstacle-
Control 7.3: Passenger Control clearance manoeuvring purposes.
All passenger movements to and from the designated aircraft
movement area are to be conducted under the control of Control 7.7: Perimeter Fence
a designated Passenger Control Officer (PCO) or Helideck
A perimeter fence aimed at preventing access by livestock,
Landing Officer (HLO) who are in a position to signal or
animals and itinerant pedestrian traffic shall be constructed
communicate with the crew at all times. The PCO can be
around all Company owned and operated airfields.
provided by the Company or the aircraft operator, and if
required may be a crew member in a multi-crew operation.
Control 7.8: Airfield Control
If not a crew member of the aircraft, the PCO and HLO position
must be identified by a distinguishing vest. All Company owned and operated airfields shall have
personnel assigned the responsibility of providing oversight
and management of the airfield and operating standards.
Control 7.4: Ground Procedures
Duties will include having a basic understanding of the local
The Operations Manual must include reference to ground aviation regulatory system, certification requirements of the
handling and manoeuvring of aircraft. airfield and daily airfield reporting officer duties.

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Threat 8.0: Collision in Air
Aircraft and object collide in air resulting in an aircraft accident

Control 8.1: Cruising Altitudes Control 8.4: Traffic Collision Avoidance

All operations will attempt to comply with the ICAO cruising System (TCAS)
altitudes for both VFR and IFR flight unless circumstances, Aircraft capable of being flown at night, under the IFR and
such as weather, demand non-standard procedures. Where on long-term contract shall be fitted with a TCAS. The aircraft
known bird migratory routes are identified, practical attempts operator shall have documented procedures describing the
are to be made to plan cruise altitudes above 3000 feet above action to be taken in the event of TCAS alert.
ground level.

Control 8.5: High Intensity Strobe Lights

Control 8.2: Radar Controlled Airspace
Aircraft on long-term contract operating in airspace without
Consideration in using radar controlled airspace when radar coverage and where the potential for conflicting traffic
determining cruising altitudes shall be made by the is assessed as being high shall have high intensity strobe
Pilot-in-Command. or pulse lights fitted. Potential conflicting activities will
include low level VFR flights and high density operations in
Control 8.3: Airfield Bird Control uncontrolled airspace.

When required, active bird control shall be conducted at all

Company owned and operated airfields and the presence of
birds recorded on a periodic basis. Where possible, birds are
to be dispersed or removed in accordance with local wildlife
regulatory standards. Seeding grass, open waste disposal
and water ponds should be restricted to remove attractions
for birds.

Where bird activity is known to exist, aircraft operators are

to minimise the risk of bird strike during all operations.

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Threat 9.0: Structural or Mechanical Failure
Structural or mechanical failure of the aircraft resulting in loss of
control and crash

Control 9.1: Single-engine Aircraft Control 9.5: Helicopter Vibration Monitoring

Single-engine aircraft shall only be used for passenger flights Helicopters on long-term contracts shall have a plan endorsed
in a non-hostile environment under day visual conditions. by an aviation specialist to fit Health Usage Monitoring System
(HUMS) or airframe and engine Vibration Monitoring System
All single-engine aircraft used for passenger carrying
(VMS), where systems have been developed and approved
operations are to have turbine engines.
for the helicopter type. The aircraft operator shall follow
documented procedures to routinely download and analyse data.
Control 9.2: Multi-engine Aircraft
Multi-engine aircraft capable of sustaining a 1% net climb Control 9.6: Engine Trend Monitoring
gradient above the route lowest safe altitude or 500 feet
All single-engine turbine aircraft on long-term contract shall
above the terrain in the area of operations with One Engine
have a plan endorsed by an aviation specialist to fit automatic
Inoperative (OEI) shall be used whenever the following
electronic engine trend monitoring system when available for
conditions exist:
the aircraft type. The aircraft operator shall follow documented
• When operating in a hostile environment procedures to routinely download and analyse engine trend data.
• Any portion of the flight will be in instrument (non-visual)
or night conditions Control 9.7: Minimum Equipment List (MEL)
• When operating on extended over water flights. Aircraft operators shall develop an MEL for all long-term
contracted aircraft. All equipment installed on an aircraft
Control 9.3: Supply of Spares should be operational unless operated in accordance with an
approved MEL, or otherwise as approved by the appropriate
Maintenance organisations are to have a list of Approved civil aviation authority under an established program for
Suppliers who are listed in a Quality Assurance surveillance deferred defects.
program to ensure that parts received conform to FAA-
approved (or equivalent) design data, and are in a condition
for safe operation. Control 9.8: Sub-chartering Aircraft
Sub-chartering (cross-hiring) by the aircraft operator shall not
Control 9.4: Hangar Facilities be undertaken unless with the documented approval of the
contracting Company. Regardless of ownership, contracted
Hangar facilities suitable for the level of activity performed aircraft must be operated and controlled in accordance with
are to be accessible for aircraft operating on all long-term the Air Operators Certificate they are operated under.
contracts. Long-term field operations, particularly in high
rainfall, arctic or desert environments, shall at a minimum have
sheltered arrangements for the conduct of scheduled and non-
scheduled field aircraft servicing.

Permanent hangars must be fitted with fire extinguishers and

fire alarms which are regularly tested according to relevant
fire regulations and records of such tests made available
on request.

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Threat 10.0: Weather
Weather conditions force the aircraft to deviate from original flight path
and causes an aircraft accident

Control 10.1: Adverse Weather Policy Control 10.4: Cold Weather Training
When weather conditions have the potential to make normal Aircrew who operate aircraft in a cold weather environment
aircraft operations, or the ability to provide suitable rescue (ground snow and ice) shall undergo annual training prior to
and response capability marginal, an Adverse Weather Policy the onset of the winter season that addresses:
shall be developed to provide a formalised process between
• Pre-takeoff inspections
the aircraft operator and the Company about when flying
operations should be restricted or temporarily halted. • Anti-icing and De-icing including use of holdover time tables

• In-flight icing and associated hazards

Control 10.2: Wind Shear Training • Cold weather operational take-off, approach and landing
Aircrew operating aeroplanes on long-term contracts are • Runway visibility, contamination and performance
to have ongoing training addressing the identification considerations.
and recovery measures associated during microburst and
windshear phenomenon. Free online courses addressing the above that are readily
available include NASA aircraft on-line icing courses
([Link]
Control 10.3: VFR Minimums
Aircraft operating under VFR shall be flown in accordance Control 10.5: Thunderstorm Avoidance
with the local regulatory minimums for flight under the
VFR for departure, enroute and destination legs. Localised Aircraft Operators shall have thunderstorm avoidance
Standard Operating Procedures are to be developed for those techniques outlined in the Operations Manual.
areas, such as mountainous jungle operations, where rapidly
changing VFR conditions can be prevalent. Control 10.6: Weather Radar
All aircraft contracted to be able to operate under IFR or at
night shall be fitted with a serviceable weather radar. In the
event the weather radar becomes unserviceable, the aircraft
may be flown in Visual Meteorological Conditions (VMC)
only and must not be flown in Instrument Meteorological
Conditions (IMC), or at night unless the weather forecasts
indicate there is no likelihood of thunderstorms, lightning,
turbulence or icing.

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Threat 11.0: Medical Evacuation
In addition to the Controls and Defences detailed in the BAR Standard, the following
specific additional requirements apply Medical Evacuation (Medevac) flights

Control 11.1: Securing of Medical Equipment Control 11.6: Local Aviation Regulations
The aircraft operator must have a procedure that outlines the The aircraft operator must comply with all local air ambulance
methodology associated with securing medical equipment legislation and have documented processes in place verifying
in aircraft. compliance.

Control 11.2: Weight and Balance Control 11.7: Equipment Documentation

The aircraft operator must have a procedure that requires The aircraft operator must have appropriate documentation,
weight and balance calculations to be conducted for all such as Supplemental Type Certificates (STC), for all medical
stretcher-carrying operations. equipment attached to the aircraft.

Control 11.3: Medical Transfers Control 11.8: Equipment Inspection Schedule

The aircraft operator must have a procedure for operating All medical equipment (including oxygen cylinders) capable
aircraft at Sea Level cabin pressure for medical transfers when of being attached to the aircraft must be on an inspection
required. schedule to ascertain serviceability.

Control: 11.4: Communications Control 11.9: Provision of Oxygen

The aircraft operator must have the capability (such as The aircraft operator must have a procedure that ensures any
headsets) to allow communications between the medical team oxygen cylinders are filled to manufacturer specifications.
and the pilots for each aircraft type considered.
Control 11.10: Aircrew Experience
Control 11.5: Risk Assessment All requirements of BARS Appendix 1 are to be met.
The aircraft operator must have a risk assessment process that
ensures the urgency of medical evacuation is separated from
the safety-of-flight decision-making process.

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Defences 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 shall establish a
Consideration to the certification standard should be given system of flight following appropriate for the operation. At
when selecting aircraft for all long-term contracts. all times, an Emergency Response Plan must be able to be
activated 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) shall have an Emergency Response Plan (ERP) Survival kits appropriate for the geographical location and
commensurate with the activity undertaken. Factors taken climatic conditions (offshore, jungle, arctic, desert, etc)
into account shall include documented land-before-last-light shall be carried for those operations where search and rescue
limitations, exposure considerations, local Search and Rescue response times would necessitate use of the equipment.
(SAR) capabilities, hazards associated with the surrounding
environment and reporting officials.
Defence 12.7: Aircrew Survival Vest with EPIRB
The ERP shall be exercised annually for all long-term
Aircrew operating helicopters in hostile environment shall wear
operations, and include a bridging document detailing lines of
a survival vest which at minimum contains a voice-capable GPS
communications between the Company and aircraft operator.
Emergency Position Indicating Radio Beacon (EPIRB).

Defence 12.3: Emergency Locator Transmitter Defence 12.8: First-Aid Kit

An Emergency Locator Transmitter (ELT) meeting the
A minimum of one first-aid kit is to be carried on all
requirements of Technical Standard Order (TSO) 126 (406MHz)
contracted aircraft.
or equivalent shall be fitted to all contracted aircraft. The
responsible party noted on ELT registration as the primary
contact is also to be detailed in the aircraft operator’s Defence 12.9: Passenger Dress Requirements
Emergency Response Plan. Operators shall require passengers to wear clothing and
footwear appropriate to the environment being flown over
Defence 12.4: Satellite Flight Following regardless of the flight duration.

All aircraft on long-term contracts operating in hostile With the exception of hard hats with chin straps, the wearing
environments shall be fitted with satellite flight following of caps and other headgear of any type in and around
systems. The system shall be monitored by designated flight helicopters is prohibited. This does not apply to flight crew
following personnel with no secondary duties and who, if members inside the cockpit, conducting an aircraft inspection
required, are able to initiate the Emergency Response Plan. with rotors stopped or during rotors running with the cap
The system components shall comprise a cockpit distress secured by communication headset.
function with corresponding audio at the base station, cockpit
indication of functionality, satellite telephone with text back- Defence 12.10: Cockpit Voice Recorder (CVR)/
up, internet-based monitoring system and ability to adjust Flight Data Recorder (FDR)
reporting intervals based on altitude.
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.

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Defence 12.0 (cont.)

Defence 12.11: Upper Torso Restraint Defence 12.14: Rescue Fire Fighting
All helicopter and single-engine aeroplane crew and passenger All Company owned or operated helipads or airfields shall have
seats shall be fitted with upper torso restraints and worn by a means of extinguishing a fire with trained and experienced
crew and passengers at all times. personnel that is commensurate with the potential risk.

The use of seat belt extensions that interfere with the full
effectiveness of the upper torso restraint is prohibited. Defence 12.15: Insurance
It is the responsibility of the contracting Company to determine
Defence 12.12: Limitations in Sideways Seating the level of insurance required in line with Company risk
management standards.
Sidewards facing seats are to be avoided during take-off
and landing, unless regulatory approved shoulder restraints Each operator shall provide documentary evidence to the
are used and passengers briefed on the importance of their contracting Company of the required insurance coverage. Such
use accordingly. insurance shall not be cancelled or changed materially during
the course of the contract without at least 30-days written
notice to the Company.
Defence 12.13: Crash Boxes
The Company shall be named as additional insured under
Company owned and operated landing sites supporting
the contract.
long-term operations shall have a crash box accessible to
personnel at the airfield or primary helipad supporting long-
term operations. Contents of the crash box shall be tailored
to the environment and aircraft type, but at a minimum
should include:

• Rescue axe

• Bolt cutters

• Crowbar

• Grab Hook

• Hacksaw and six spare blades

• Fire resistant blanket

• Fire resistant gloves

• Adjustable wrench.

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 Appendices

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Appendix 1:

Aircrew Qualifications and Experience

Pilot-in-Command – Aeroplanes and Helicopters

Qualifications > 5700 kg Multi-engine < 5700 kg Multi-engine(1) Single-engine

Licence ATPL CPL CPL

Instrument Rating (2)

Command, multi-engine Command, multi-engine Not required

Experience

Total Hours 3000 2500 2000

Total Command 2500 1500 1500

Total Command Multi-engine 500 500 N/A

Total Command on type(3) 100 100 100

Experience in Topographical Area One year experience in area similar to specified in contract (arctic, offshore, high density altitude
mountainous, jungle, international operations, etc).

Co-pilot – Aeroplanes and Helicopters

Qualifications > 5700 kg Multi-engine < 5700 kg Multi-engine Single-engine

Licence CPL CPL CPL

Instrument Rating Command Co-pilot

Experience

Total Hours 500 250 250

Total Multi-engine 100 50

Total on type(2) 50 10 10

Both Pilot-in-Command and Co-pilot – Aeroplanes and Helicopters

Qualifications

Total Hours previous 90 days(4) 50 hours, 10 on aircraft type

Night recency previous 90 days 3 night take-offs and landings

CRM/ADM initial and refresher Every 2 years

Dangerous Goods Awareness Every 2 years

Accident and Violation Record 2 years accident free for human error causes, subject to review by the Resource Company

Maintenance Personnel – Aeroplanes and Helicopters

Qualifications Chief Engineer Line Engineer

Total time on Aeroplanes/Helicopters 5 years 2 years

(whichever applicable)

Engine/Airframe/Avionics Rating Yes Yes

(where appropriate)

Accident and Violation Record 2 years accident free for human error causes, subject to review by the Resource Company

(1) Includes following type series: King Air 300, Twin Otter, Beech 1900, CASA 212, Metro III/23 and Dornier 228.
(2) All instrument approach aid recency required to support the activity is to be maintained within regulatory requirements.
(3) Competency-Based Training (CBT) reviewed and endorsed by aviation specialist may be used in lieu of 100-hours.
(4) If not met, a non-revenue check-flight by qualified company check pilot is required.

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Appendix 2:

Basic Aircraft Equipment Fit

Helicopters and Aeroplanes

Equipment Multi-engine Single-engine

Two VHF Transceivers

One HF Transceiver, if VHF coverage is not assured

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

Instantaneous VSI

Radio Altimeter with audio/visual alert

Colour Weather Radar (see 10.6)

TCAS Optional

TAWS

Satellite Flight Following (hostile environment)

CVR/FDR, or as required by local CAA

Required for dedicated long-term contracts
(>9 passenger seats)

HUMS, UMS or VMS

FDM – contracts exceeding 3 years

High Visibility Pulse Lights – in areas of traffic

External Mirrors for situational awareness

Optional
External Loud Hailer for passenger control

(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 Banderante and
Fairchild Swearingen Metro III/IV.

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Appendix 3:

Abbreviations

AD Airworthiness Directives E, I & R Electronics, Instruments and Radio

ADD Aircraft Deferred Defect ECTM Engine Continuous Trend Monitoring
ADELT Automatically Deployable Emergency Locator Transmitter EGPWS Enhanced Ground Proximity Warning System
ADM Aircrew Decision Making ELT Emergency Locator Transmitter
AFCS Automatic Flight Control System EPIRB Emergency Position Indicating Radio Beacon
AFM Aircraft Flight Manual EPR Engine Pressure Ratio
AGL Above Ground Level ERP Emergency Response Plan
ALAR Approach and Landing Accident Reduction ETOPS Extended Range Twin-engine Operations
AME Aircraft Maintenance Engineer (unlicensed) ETP Equal Time Point
AMSL Above Mean Sea Level FAA Federal Aviation Authority (USA)
AOC Air Operator’s Certificate FADEC Fully Automated Digital Engine Control
AP Autopilot FCU Fuel Control Unit
APU Auxiliary Power Unit FDM Flight Data Monitoring
ARA Airborne Radar Approach FDR Flight Data Recorder
ARFU Aerodrome Frequency Response Unit FOD Foreign Object Debris (or Damage)
ASB Alert Service Bulletins FOQA Flight Operations Quality Assurance Program
ATC Air Traffic Control FPSO Floating Production and Storage Offload
ATPL Air Transport Pilot Licence GNSS Global Navigation Satellite System
AUW All Up Weight GPS Global Positioning System
AVAD Altitude Voice Alert Device GPWS Ground Proximity Warning System
AVGAS Aviation Gasoline (piston-engine aircraft fuel) H1 ICAO Annex 14 heliport fire fighting category –
AVTUR Aviation Turbine (jet and turbine-engine aircraft fuel) up to but not including 15m overall helicopter length

AWOS Automated Weather Observation System H2 ICAO Annex 14 heliport fire fighting category –
from 15m up to but not including 24m
BARS Basic Aviation Risk Standard
H3 ICAO Annex 14 heliport fire fighting category –
CAA Civil Aviation Authority
from 24m up to but not including 35m
C of G (Aircraft) Centre of Gravity
HF High Frequency
CDP Critical Decision Point (twin engine helicopter operations)
HLO Helideck Landing Officer
CFIT/W Controlled Flight into Terrain/Water
HOMP Helicopter Operations Monitoring Program
COM Company Operations Manual
HOR Hourly Operating Rate
COSPAS Russian satellite system used to track EPIRB distress signals
HUET Helicopter Underwater Escape Training
CPL Commercial Pilot’s Licence
HUMS Health and Usage Monitoring System
CRM Crew Resource Management
IAGSA International Airborne Geophysics Safety Association
CTAF Common Traffic Advisory Frequency
IATA International Air Transport Association
CVR Cockpit Voice Recorder
ICAO International Civil Aviation Organization
DG Dangerous Goods
ICUS In Command Under Supervision
DH Decision Height
IFR Instrument Flight Rules
DME Distance Measuring Equipment
ILS Instrument Landing System
DSV Drilling Support Vessels

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IMC Instrument Meteorological Conditions RPT Regular Public Transport
IOSA IATA Operational Safety Audit RVSM Reduced Vertical Separation Minima
IRT Instrument Rating Test SAR Search and Rescue
IVSI Instantaneous Vertical Speed Indicator SARSAT American satellite system used to track EPIRB
JET A1 Jet fuel for turbine-powered aircraft distress signals

LAME Licensed Aircraft Maintenance Engineer SART Search and Rescue Transponder Beacon

LOFT Line Oriented Flight Training SEIFR Single-engine IFR

LOS Limited Obstacle Sector SLA Safe Landing Area

LSALT Lowest Safe Altitude SMS Safety Management System

MAP Missed Approach Point SOP Standard Operating Procedure

MAUW Maximum All Up Weight STC Supplementary Type Certificate

MBZ Mandatory Broadcast Zone STOL Short Take Off and Landing

MEL Minimum Equipment List SVFR Special Visual Flight Rules

MGTOW Maximum Gross Take-Off Weight TAWS Terrain Awareness Warning System

MMEL Master MEL issued by the aircraft manufacturer TBO Time between Overhaul

MODU Mobile Drilling Unit TCAS Terminal Collision Avoidance System

MOE Maintenance Organisation Exposition TCAS I Traffic Collision Avoidance System. Visual display of traffic –
info only
MR Maintenance Release
TCAS II Provides visual display and audio conflict resolution
MSC Monthly Standing Charge
TEM Threat and Error Management
MSDS Material Safety Data Sheet
TLP Tension Leg Platform
NDI Non-Destructive Inspection
TSO Technical Standards Order
NDT Non-Destructive Testing
TVF Target Validation Fix
NOTAM Notice to Airmen
UMS Unit Monitoring System
NPA Non-Precision Approach
VFR Visual Flight Rules
NVFR Night Visual Flight Rules
VHF Very High Frequency
OEI One Engine Inoperative
VMC Visual Meteorological Conditions
OFS Obstacle Free Sector
VMCA Minimum Control Speed – Air
OGP International Association of Oil and Gas Producers
VMS Vibration Monitoring System
PCN Pavement Classification Number
VOR VHF Omni Directional Range navigation system
PCO Passenger Control Officer
VSI Vertical Speed Indicator
PIC Pilot-in-Command
Vtoss Take Off Safety Speed
PNR Point of No Return
VXP Chadwick vibration analysis system for helicopters
PPE Personal Protective Equipment
Vy Best Rate of Climb Speed
PSR Point of Safe Return
V1 Decision Speed on Takeoff
PUS Permissible Unserviceability Schedule
VR Rotate Speed
QAR Quick Access Recorder
V2 Take-off Safety Speed
RA Risk Analysis
VNE Velocity Never Exceed
RCC Rescue Coordination Centre

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Appendix 4:

External Load Operations

Figure 2: Schematic of Aviation Risk Management Controls and Recovery Measures

for External Load Operations

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Threat 13.0: Fuel Exhaustion – External Load Operations
The helicopter operates on minimum fuel load to maximise lifting capability and
runs out of fuel and suffers an engine flame-out resulting in an aircraft accident

Control 13.1: Fuel Reserve Control 13.2: Low Level Light

A minimum fuel reserve of 20 minutes is to be maintained When available for the aircraft type, a fuel low level warning
at all times. light is to 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

Control 14.1: Lifting Equipment Control 14.3: Visual Inspections

Whether steel, Kevlar or other synthetic lifting devices are All lifting equipment (cables, lines, straps, baskets, swivels,
used, the aircraft operator is to ensure the serviceability and clevises etc) shall be inspected by appropriately qualified
certified safe working load of the equipment is adequate for personnel on a daily basis prior to flight. Any signs of wear,
the task and appropriate to the material used for the line. fraying, corrosion, kinks or deterioration should result in the
equipment being discontinued for use.

Control 14.2: Servicing Schedule

Lifting equipment is to conform to a servicing schedule
Control 14.4: Shackles
that provides all necessary documentation associated with The shackles used to connect the cable to the aircraft shall
inspections, certification and serviceability. Copies of this conform with specific Flight Manual supplements regarding
servicing schedule are to be made available to the aircraft the diameter of the shackle rings and their use with respective
operator’s representatives in the field. hook types on the aircraft.

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Appendix 4:

Threat 15.0: Inadvertent Load Release –

External Load Operations
The load is inadvertently released in flight, falls to the ground and causes an accident

Control 15.1: Manual and Electrical Control 15.3: Guarded Release Switch
Release Mechanism When possible for the type, all electrical release switches shall
The aircraft is to have serviceable cockpit manual and electric be guarded to prevent inadvertent activation.
release mechanism and an external manual release at the hook.
Control 15.4: Load Construction
Control 15.2: Standardised Controls The aircraft operator is to ensure that all loads are rigged by
When practical, for aircraft of the same or similar type, appropriately qualified personnel.
the aircraft operator is to standardise the electrical load
release switches, particularly when located on the cyclic
and collective controls.

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Threat 16.0: In-flight Loss of Control –
External Load Operations
Poor manipulative control in-flight results in loss of control and an aircraft accident

Control 16.1: Pilot Experience Control 16.4: Aircraft Operator – Procedures

The following minimum requirements are required for aircrew The helicopter operator shall have documented procedures
engaged in external load activities: addressing competency requirements of the aircrew and
groundcrew (where applicable) engaged in the external load
• Successful completion of operator’s external load training
activity. Ability to operate in the environmental and terrain
program tailored to the vertical reference, and the long-
conditions where the activity is being conducted shall form
line (> 50 feet), or the short-line (< 50 feet), whichever is
part of the competency procedures.
applicable

• 200 hours external load operations, 100 of which must be

Control 16.5: Aircraft External Mirrors
vertical referencing, if used in that role
Where available for the aircraft type, external mirrors showing
• An annual long-line and/or external load base check with an
the hook area shall be fitted to the aircraft.
operator’s check and training Pilot-in-Command.

Control 16.6: Load Weight

Control 16.2: Pilot Daily Flight Times
All loads shall have accurate weights provided to the pilot
Where the external load moves are more than three (3) per
before each lift. Standard load plans can be used as long as
hour, the following flight times are to be adhered to:
the weights are accurately known (compressors, rig break-
Single-pilot operation Two-pilot operation down, sample bags etc). When operationally necessary, a load
meter should be fitted to the aircraft.
3-hour maximum flight time 5-hour maximum flight time per
per flying period, followed by flying period, followed by
a 30-minute rest-break. Hot a 60-minute rest-break.
refuelling does not constitute Control 16.7: No Carriage of Passengers
a rest-break.
Only personnel who are employed or contracted by the aircraft
6-hour maximum flight time per 8-hour maximum flight time per operator to accomplish the work activity directly associated
calendar day. calendar day.
with that operation may be carried on helicopters during
external load operations. This includes transit with an empty
Control 16.3: Instrument Remote Indicators line attached.

For single-pilot operations using vertical referencing

techniques and where the aircraft instruments are not in the Control 16.8: Anti-fouling Cable
pilot’s scan, remote indication of fire warning light and torque When available for the aircraft type, protective assemblies to
gauge shall be fitted where possible for the aircraft type. prevent cables from chaffing and fouling on the skids/fuselage
shall be installed.

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Appendix 4:

Threat 17.0: Line Fouling In Transit – External Load Operations

The load becomes detached from the line, or the line is flown empty, which when above a certain speed
causes it to stream up and rearwards into the tail rotor and results in an accident

Control 17.1: Weighted Lines Control 17.3: Manoeuvre Boundary Envelope

The long-line shall be suitably weighted if to be flown without All safe transit speeds, maximum angle of bank, maximum
a load attached. Pre take-off checks, designed to ensure allowable rate of descent and general handling associated with
aircrew involved in repetitive loads are aware of when the line stable load operations are to be briefed and understood by all
is attached, are to be implemented. aircrew prior to commencement of operations.

Control 17.2: Never Exceed Speeds (Vne) Control 17.4: Short-Line (< 50 feet)
All applicable Vne speeds are to be briefed and understood by Transit with a short-line and no load attached is not permitted.
all aircrew prior to commencement of operations. If aircraft
Air Speed Indicator (ASI) is calibrated in different units of
measurement than the documented Vne speeds, a separate
risk assessment shall be conducted and reviewed with
specialist aviation personnel prior to start.

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Threat 18.0: Ground Loss of Control – External Load Operations
A departure from normal operations on the ground results in loss of control of the load and aircraft
and results in an aircraft accident

Control 18.1: Ground Briefing Control 18.3: Ground Personnel

The Aircraft Pilot-in-Command is responsible for ensuring Ground personnel are to wear appropriate Personal Protective
all personnel involved in the external load activity are Equipment (PPE) including hard hats with chin straps, impact
thoroughly briefed in all aircraft operator expectations prior to resistant goggles, gloves, safety shoes and means of ground-to-
commencement of operations. This brief is to include all aircraft air communications with the aircrew and high visibility vests.
emergency scenarios that could involve the groundcrew.

Control 18.2: Aircraft Ground Control

A pilot is to remain at the controls of an operating helicopter
under power and whilst on the ground at all times. The
controls must not be left unattended with the aircraft under
power under any circumstances, even to assist in activities
such as hot refuelling or load attachment.

Defences 19.0: Aircraft Accident – External Load Operations

Mitigating defences in the event of an aircraft accident

Defence 19.1: Aircrew Helmets

Aircrew involved in external load activities shall wear
serviceable flying helmets to appropriate industry standard.

Defence 19.2: Flight Following

Positive continuous communication and flight following shall
be maintained with the aircraft either by ground support crew
or designated flight following personnel. Scheduled operations
normal calls shall be established for every 15 minutes but no
later than 30 minutes.

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Appendix 5:

Offshore Operations

Figure 3: Schematic of Aviation Risk Management Controls and Recovery Measures

for Offshore Operations

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Threat 20.0: Helicopter to Vessel Interface –
Offshore Operations
Helicopter operates to a floating structure and crashes on deck

Control 20.1: Helicopter/Ship Operations Control 20.3: Pitch, Roll and Heave (PRH)
All helicopter-to-ship operations shall be conducted in Limits for Landing
accordance with the standards contained in the International For operations to floating helidecks, the aircraft operator shall
Chamber of Shipping (ICS) Guide to Helicopter/Ship Operations. have industry validated pitch, heave and roll landing limits
(such as the Helideck Certification Agency Helideck Landing
Control 20.2: Vessel Operations Limits) documented in their Operations Manual.

Floating vessels include Floating Production Storage Offload

(FPSO), Mobile Drilling Unit (MODU), Diving Support Vessels
(DSV), Derrick barges and seismic vessels.

The Pitch, Roll and Heave of floating vessels shall be measured

as close to helideck level and centreline as possible to provide
accurate readings that can be communicated to the helicopter
from the vessel, and verified by the crew as being within limits
before landing.

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Appendix 5:

Threat 21.0: Night Controlled Flight Into Terrain/Water (CFIT/W) –

Offshore Operations
The helicopter operating at night flies into the water whilst still in an airworthy and operational state

Control 21.1: Night Recency Control 21.5: Night Medical Evacuation (Medevac)
All offshore crews rostered for night support shall maintain a Policy
recency of 3 night deck landings every 90 days. Company in consultation with the aircraft operator shall
develop a night Medevac policy when the capability is
Control 21.2: Night Offshore Time required. In recognition of the higher risk profile, night
offshore Medevac flights shall only be requested in life
Aircrew shall have 25 hours night offshore time before threatening situations where patient stabilisation until first
operating as Pilot-in-Command offshore at night. light is not considered an option by the Offshore Installation
Manager (OIM) in consultation with medical staff.
Control 21.3: Night Offshore Procedures
Night offshore operations shall be flown with two qualified Control 21.6: Serviceable Radio Altimeters
pilots, in a multi-engine aircraft to be operated and equipped All offshore helicopters are to be equipped with at least one
for flight under Instrument Flight Rules. The aircraft operator radio altimeter with dual displays, both of which shall be
is to have documented Standard Operating Procedures (SOPs) serviceable for any flight at night or flight conducted under
pertaining to night offshore operations which shall include IFR. This requirement supersedes what may be outlined in the
reference to stabilised approach criteria and missed approach/ regulatory approved MEL.
go-around protocol.

Control 21.7: Weather Radar

Control 21.4: Night Validation Flight
All offshore helicopters flown at night or under IFR shall be
Non-revenue night validation flights conducted by suitably fitted with colour weather radar having a minimum range scale
qualified check and training personnel shall be conducted of 2.5nm with one half nm range scale graduations.
to all new-build platforms as close to operational start-up
as practicable with the objective of validating helideck and
platform lighting, and instrument/visual approaches to the
platform in ambient surroundings.

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Threat 22.0: Helideck Collision – Offshore Operations
The helicopter collides with an obstacle on the helideck and crashes into the water
adjacent to the platform

Control 22.1: Helideck Control – Helicopter Control 22.3: Helideck Design

Landing Officer (HLO) and Assistants Unless local regulatory requirements specify otherwise, all
All offshore installations shall have a trained HLO available new helidecks shall conform to the standards of ICAO Annex
for all helicopter movements with all relevant duties and 14 Volume II Heliports and shall be designed to accommodate
responsibilities clearly outlined in a current and up-to-date the largest helicopter anticipated for use in the life of the
HLO Manual. Recurrent training should be scheduled for every structure. For practical implementation, standards and
three years. practices, CAP 437 ‘Offshore Helicopter Landing Areas’ and the
ICAO Heliport Manual should be used.
Any personnel designated as an assistant to the HLO shall
receive formalised and documented training from an approved Bow mounted helidecks on FPSOs may require larger than
HLO, and where possible include participation in periodic normal diameter decks up to 1.5D (D = overall length of the
emergency drills. helicopter with rotors turning) due to PRH considerations.
Aviation advice shall be consulted prior to final design review.
In addition to standard PPE, all helideck personnel are to wear
and be identified by a high visibility vest.
Control 22.4: Helicopter Performance
Control 22.2: Helideck Inspection Offshore helicopters are to be flown to minimise exposure time
over the helideck edge and are to be operated to Performance
All helidecks shall have an annual helideck inspection
Class 2 requirements, or better, at all times.
conducted by appropriately qualified aviation specialists or
the aircraft operator. Documented findings and action plans
resulting from any inspection shall be retained by the HLO. Control 22.5: Multiple Helicopters on
Helideck Operations
Prior to commencing operations to a new helideck, or with
a new operator to an existing helideck, experienced and A procedure for a second helicopter landing on a helideck must
qualified personnel from the aircraft operator shall perform be included on the operator’s Standard Operating Procedures
an inspection and brief all relevant offshore personnel in the or Operations Manual.
safe operating practices and procedures for the helicopter type
Notwithstanding, operations requiring the landing of a second
being used.
helicopter to an offshore helideck must be risk assessed and
approved by a Company designated Aviation Specialist prior
to the activity.

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Appendix 5:

Threat 23.0: Rescue Hoist Operations

The helicopter is required to perform hoisting operations and, through manipulative error,
results in an abnormal situation resulting in an accident

Control 23.1: Aircrew Hoist Experience Control 23.3: Hoist Equipment

All aircrew assigned to hoist operations shall have completed All role specific equipment including the hoist, lifting device,
an approved and documented training program reviewed by the harnesses, PPE and associated tools are, at minimum, to
Company aviation specialist personnel. To maintain currency, a be maintained, tested and certified in accordance with the
minimum of 3 hoist cycles within the past 12 months is to form manufacturers approved maintenance program.
part of the training schedule for all aircrew.
Control 23.4: Night Hoist Offshore Operations
Control 23.2: Training Program Night hoist operations shall only be conducted in an aircraft
The aircraft operator will establish a documented training that is specifically equipped to do the task (including auto-
program and minimum qualification criteria for all personnel hover capability) and with a crew specifically trained in night
involved in hoist operations, including (but not limited to) hoist operations.
the aircrew, hoist operator and down-the-wire swimmer
(where applicable).

The training program shall include an initial competence course

followed by annual refresher training.

Threat 24.0: Aircraft Fuel Complication – Offshore Operations

The helicopter experiences fuel supply complications resulting in engine flame-out and
aircraft accident

Control 24.1: Refuelling System Inspection Control 24.2: Offshore Alternates

An initial and then annual inspection thereafter of offshore One-way fuel computations and offshore-only alternate
installation fuel system is to be conducted by the aviation diversion shall not be used unless the offshore destination has
specialist designated by the Company or aircraft operator. been approved for OEI landings by specialist aviation advice.
The inspection schedule shall include a review of refuelling
procedures that encompasses daily testing, sampling and Control 24.3: Fuel Testing
sample retention practices.
Pilots are required to take (or witness the taking of) a fuel
sample from the delivery side and as close to possible to the
delivery nozzle of all offshore refuelling installations prior to
each refuelling operation. The fuel sample should be tested for
water and contaminants as in Control 4.1.

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Defences 25.0: Helicopter Accident – Offshore Operations
Mitigating defences in the event of an aircraft accident

Defence 25.1: Aircraft Flotation System Defence 25.8: Helicopter Underwater Escape
Offshore helicopters are to be fitted with a pop-out flotation Training (HUET)
system. Automatic inflation systems are to be installed on the All flight crews and passengers shall complete a HUET course
aircraft when available for the aircraft type. that includes use of a Modular Egress Training Simulator
(METS) at least every four years unless local regulation
Defence 25.2: Pop-out Windows requires greater frequency or an established internal variance
process is in place.
When an approved modification exists, emergency pop-out
windows are to be installed.
Defence 25.9: Public Address (PA) System
Defence 25.3: Emergency Exit Lighting System The helicopter shall be fitted with a PA system of sufficient
clarity and volume so that passengers are capable of
When an approved modification exists, an emergency exit understanding instructions from the crew at all times
lighting system is to be fitted to the aircraft. during flight.

Defence 25.4: Liferafts Defence 25.10: Passenger to Crew Communication

Two approved liferafts that are reversible or self-righting, A means by which the passengers are able to communicate
double chambered and capable of being tethered to the with the crew is to be made available. Where possible, this
aircraft, shall be carried and be readily accessible in the event should consist of providing at least one two-way headset to
of ditching. Each liferaft is to have an overload capacity that is a designated passenger.
equal or greater to the total occupants carried in the aircraft.

Defence 25.11: Additional Offshore Safety Briefing

Defence 25.5: Externally Mounted Liferafts
When the actual aircraft used for an offshore flight is
When an approved modification exists, externally mounted configured differently to that shown in the video safety
liferafts are to be fitted to the helicopter and able to be briefing, a verbal briefing covering the differences between
deployed internally or externally. the actual aircraft and the one shown in the video must be
provided to all passengers prior to departure.
Defence 25.6: Life Jackets In addition to the briefing requirements contained in 6.6, the
Constant wear, single chambered (minimum) passenger life following aspects (but not limited to) are to be provided via
vests manufactured to an aviation authority approved TSO video brief prior to boarding the aircraft for both onshore and
must be worn at all times in offshore operations. Where offshore legs:
approved by the local authority, life vests with crotch strap
• Demonstration on the use of the lifejackets used in
designs are preferred over those without.
that helicopter

• Briefed on the proper use of survival suits, including the

Defence 25.7: Survival Suits need to have suits fully zipped with hoods and gloves ON
Survival suits certified for use by the local regulatory authority during take-off and landing or otherwise advised by the
shall be provided to crews and passengers for helicopter Pilot-in-Command
offshore operations in hostile environments and when required
• Demonstration of liferaft deployment and boarding
by risk assessment.
• Demonstration of deployment of all survival equipment

• Boarding and disembarkation instructions.

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Appendix 5:

Defences 25.0 (cont.)

Defence 25.12: Cabin Baggage Defence 25.17: Last Light Limitations

Only soft cover books or securely bound magazines are Daytime flights offshore are to be scheduled so that
permitted as carry-on baggage. Briefcases, laptop computers helicopters land 30 minutes prior to official sunset. Daytime
and newspapers are specifically prohibited as carry-on flights offshore, where a ditching prior to darkness would limit
baggage and must be secured in the baggage compartment. the ability to provide a rescue within the anticipated occupant
survival time, should be further reduced in duration to allow
for appropriate response.
Defence 25.13: Flight Following
Dedicated aircraft flight following shall be provided by a
responsible person capable of initiating the Emergency
Defence 25.18: Night Time Offshore
Response Plan. The flight following at minimum must consist Passenger Flights
of constant radio contact being maintained, with aircraft Night passenger flights shall only be conducted after risk
reporting intervals detailing the aircraft position and altitude assessment that involves the aircraft operator. At minimum,
not to exceed 15 minutes. this RA should include:
Where possible, and available for the aircraft type flown, an (1) the existence, availability and effectiveness of available
approved satellite system shall be provided to augment the night SAR resources;
flight following system. Satellite reporting intervals should
(2)  SAR response times; and
be increased to two-minute intervals with higher reporting
frequencies encouraged at lower levels, and can be used in lieu (3) survival times of personnel given environmental conditions
of the scheduled radio transmissions. and mitigating measures (such as survival suits). In this
review it is expected that dedicated night SAR helicopters
with full night hoisting capability would be available.
Defence 25.14: Survival Kits
Offshore-specific survival kits, that at a minimum, are to
Defence 25.19: Linked Liferaft
comply with local regulatory standards are to be carried and
packed into the aircraft liferafts. For long-term operations consideration ought to be given
to request the aircraft operator establish a linked liferaft
capability to supplement any hoist or other means of rescue,
Defence 25.15: Emergency Response Plan (ERP)
particularly if anticipated sea survival times are marginal.
Provision is to be made for aviation emergencies in offshore In addition to initial crew training, an annual currency
Emergency Response Plans. requirement is to be maintained.

Defence 25.16: Emergency Response Drills Defence 25.20: Acoustic Beacon

Emergency drills (at minimum desk-top) with specific All offshore helicopters shall have an underwater acoustic
objectives shall be conducted within 30 days of a new project beacon (pinger) that transmits when submerged. If equipped
start, and annually thereafter for ongoing operations. with a CVR, the pinger should be attached to that CVR.
To test the integrity of the ERP, worst-case scenarios involving
last-light, weather and aircraft disposition shall be designed Defence 25.21: Re-breathers
for the exercise.
Approved non-pressurised re-breathing equipment may only be
Bridging communications between the Company, the aircraft used when aircrew and passengers have received training in its
operator and all SAR resources shall be tested and validated use and the deployment covered in pre-flight safety briefings.
during the drill.

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Appendix 6:

Night Vision Goggles (NVG) Operations

Figure 4: Schematic of Aviation Risk Management Controls and Recovery Measures

for Night Vision Goggles (NVG) Operations

Definitions Applications
Night Vision Goggles (NVGs). A binocular appliance that Role specific applications including (not limited to): Medevac,
amplifies ambient light and is worn by a pilot. The NVGs marine pilot transfer and cold environment pipeline patrol.
enhance the pilots’ ability to maintain visual reference to the
surface at night.

Night Vision Imaging System (NVIS). A system that

integrates all elements necessary to successfully and safely
operate a helicopter with NVGs. The system includes NVGs,
NVIS compatible lighting and other helicopter components.

Medevac. Medical Evacuation (Medevac) is a specific purpose

flight for the purpose of retrieving a patient in medical distress
from injury or illness.

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Appendix 6:

Threat 26.0: NVG Failure

Control 26.1: NVG Standard Control 26.3: NVG Compatibility

NVGs shall be certified to a minimum standard of TSO-C164 Each crew member shall utilise the same model of NVG.
(equivalent of ANVIS 9 with Omnibus 4 Image Intensifier A spare set of NVGs, also of the same model, shall be carried
Tubes). Goggles introduced post release of TSO-C164 shall on board and be readily accessible by the crew.
meet the performance requirements of RTCA/DO-275.

Control 26.2: NVG Power Supply

NVGs shall be battery powered (not supplied by aircraft
electrical power) and shall be equipped with an automatic
power supply change over or a minimum 30-minute battery
warning to the user.

Threat 27.0: Flight Considerations

Control 27.1: Weather Control 27.3: Risk Assessment

Forecasted weather conditions along the planned route shall A formal documented risk assessment shall be completed
meet Visual Meteorological Conditions (VMC) or better. The and briefed by the crew prior to each NVG activity.
weather forecast is to further provide the following:

• Illumination prediction (moon, starlight) Control 27.4: Dispatch Procedure

• Risk of reduced visibility in blowing snow, dust, haze. A formal flight dispatch procedure shall be in place covering
the mission development, flight planning, risk assessment,
mitigation and authorization procedures.
Control 27.2: Flight Rules
The helicopter shall be fully Instrument Flight Rules (IFR)
compatible (see BARS Controls 5.1 to 5.13 and Appendix 2)
and certified for dual IFR operations in accordance with local
regulatory requirements.

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Threat 28.0: Helicopter Compatibility

Control 28.1: Helicopter Certification Status Control 28.5: Terrain Awareness Warning System
The helicopter shall be produced or modified with an NVIS (TAWS)
certification under an approved Supplementary Type Certificate The helicopter shall be equipped with a Terrain Awareness
(STC) or Federal Aviation Administration (FAA) AC 27-1B MG 16 Warning System (TAWS) that meet the requirements of
(or equivalent) and/or FAA AC 29.2C MG 16 (or equivalent). TSO-C194.

Control 28.2: Helicopter Crewing Control 28.6: Autopilot

The helicopter shall be crewed by two pilots with dual controls The helicopter shall be equipped with a three-axis autopilot to
and instruments for full IFR operations. relieve crew workload.

Control 28.3: Helicopter Lighting Control 28.7: Moving Map

The helicopter shall be equipped with a fully steerable For contracts exceeding three years, and where practicable for
searchlight (preferably infrared) capable of being operated the aircraft type, a moving map capability should be fitted to
from either pilots station. enhance crew situational awareness.

Control 28.4: Radar Altimeter Control 28.8: Multi-engine Aircraft

The helicopter shall be equipped with a either a dual output Flights flown on NVGs shall be conducted in a multi-engine
radar altimeter, or two independent radar altimeters equipped aircraft.
with visual and aural height warnings with variable height
alert able to be set by aircrew.

Threat 29.0: Aircrew Experience

Control 29.1: Aircrew Experience Requirements Control 29.4: Specialist Experience

In addition to all requirements contained in BARS Appendix 1, Where specialist NVG operations are to be considered
all pilots shall have a minimum of 50 hours of night (VFR or (for example confined area, hook, hoist, Marine Pilot Transfer),
IFR), unaided flight time. qualifications as required by role are to be certified by the
NVG training provider.
Control 29.2: Aircrew Training
Each pilot shall have successfully completed an approved Control 29.5: Crew Resource Management (CRM)
NVG course that includes a minimum of 5 training sorties Training
each of not less than one hour flight time duration. In addition to the CRM training requirements contained in
BARS Appendix 1, the aircraft operator shall provide role-based
Control 29.3: Pilot Command Time scenarios for NVG crew in a CRM recency context.
The aircraft Captain shall have 10 hours Pilot-in-Command
NVG flight time logged.

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Appendix 6:

Threat 30.0: Aircrew Recency

Control 30.1: Flight Time Recency Control 30.3: Flight Duration

In addition to all requirements in Appendix 1, all pilots shall have Each pilot shall not be scheduled to fly more than five hours
completed a minimum of 50-hours flight time in the preceding on NVGs during any single flight duty period.
90 days, 10-hours of which shall be on the aircraft type.

Control 30.2: Manipulative Recency

Each pilot shall complete the following in the preceding
90 days using NVGs:
• 3 night take-offs*
• 3 night landings*
• 3 specialist hovering tasks
• 3 transition tasks (NVG to non-NVG back to NVG operations).
*shall include a climb, level flight segment and descent of not less than the
equivalent of one circuit for each rotation.

Threat 31.0: General NVG Considerations

Control 31.1: Operational Crew Control 31.3: Standard Operating Procedures

No passengers are permitted to be carried on training or The aircraft operator shall have Standard Operating Procedures
operational flights, other than those expressly authorized for (SOPs) that define:
the task by both the client and aircraft operator.
• NVG crew roles and responsibilities

• Goggle/de-goggle procedures and limitations

Control 31.2: Authorization
• Emergency de-goggle procedures.
The aircraft operator shall be approved by the local regulatory
authority for the conduct of NVG operations. All local
regulatory requirements shall be met, and will take precedence
to any requirement contained in the BAR Standard.

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 Courtesy HeliWest

Pursuing the continuous improvement of global aviation safety

and the prevention of accidents

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 Contact:
BAR Standard Program Office
Flight Safety Foundation
Regional Office
GPO Box 3026
Melbourne, Victoria 3001, Australia

Telephone: +61 1300 557 162

Fax: +61 1300 557 182

Email: BARStandard@[Link]
Web: [Link]

Flight Safety Foundation

Headquarters
801 N. Fairfax Street, Suite 400
Alexandria, Virginia US 22314-1774

Telephone: +1 703 739 6770

Fax: +1 703 739 6708

Version 4, April 2012