FSF BARSOHO Standard Ver 5 May 2021 DP

Basic Aviation Risk Standard
Offshore Helicopter Operations

Safety Performance Requirements
Version 5, May 2021

Contents
1.0: Enablers 6 Appendix 4: Controls - Competent Aviation Specialist Input 38
Accident Event 2.0: System Failure 9 Appendix 5: Abbreviations 39
Accident Event 3.0: Aircraft Upset 11 Appendix 6: Medical Evacuation (Medevac)/Search and Rescue (SAR)40
Accident Event 4.0: Surface/Obstacle Conflict 12 10.0: Enablers 42
Accident Event 5.0: Heliport and Helideck 14 Accident Event 11.0: Personnel 43
Accident Event 6.0: Weather 16 Accident Event 12.0: Hoist Operations 44
Accident Event 7.0: Collision in the Air 18 Accident Event 13.0: Role Specific Equipment 45
Accident Event 8.0: Ground Collision/Handling 19 Accident Event 14.0: Control and Communications 47
Accident Event 9.0: Fuel Exhaustion/Contamination 21 Appendix 7: Helicopter Marine Pilot Transfer (MPT)/Transport Hoist 48
Accident Survival 20.0 24 15.0: Enablers 50
Appendices27 Accident Event 16.0: Aircraft 51
Appendix 1: Personal Qualifications, Experience and Recency 28 Accident Event 17.0: Personnel 52
Appendix 2: Basic Aircraft Equipment and Configuration 29 Accident Event 18.0: Hoist Operations 53
Appendix 3: FSF BARSOHO/IOGP 690 Comparison31 Accident Survival 30.0 54
Purpose
This document is first and foremost a framework that sets safety performance goals necessary to
assure safe offshore helicopter operations.
The framework is populated with the requirements and standards that when implemented and effective
will achieve these goals.
All users of this document are encouraged to test and challenge each performance requirement and
where warranted identify areas for continuous improvement to be shared throughout industry.
The risk-based use of this framework is further intended to encourage alternative means of compliance when
supported by robust risk assessment that show the safety outcomes can be met using alternative controls.
The use of the Implementation Guidelines that accompany the Safety Performance Requirements will
collate any accepted alternative means of compliance and ultimately provide examples of best practice
in achieving the safety goals.
The document will be on a two year revision schedule and will incorporate industry review and
feedback during each version update.
The document is presented as a contractable standard to assist in standardizing industry contract Technical
Schedules. Specifications that reference this standard are available from the FSF BARS Program Office (BPO).
All national and international regulations pertaining to offshore safety performance requirements must
be followed when identified as being more stringent than those controls identified in this document.
and continuously improve control effectiveness as part of their

Document Structure and Use Safety Management System.
This Standard is presented in a concise, risk-based format to
Within this document:
emphasize the relationship between major threats to offshore
safety performance requirements, their associated controls and • ‘Must’ indicates a requirement.
applicable recovery/mitigation measures presented in Figure 1.
• ‘Should’ indicates a strong obligation (an organization
The format is intended to assist all company personnel would need a clear justification for alternative approaches,
engaged in coordinating offshore helicopter activities to better which must provide an equivalent level of safety in their
understand and manage the aviation risk to their operation. circumstances).
Controls that have wide applicability to multiple threats are • ‘May’ indicates discretion is allowable.
shown as ‘enablers’ and controls that relate to a few threats
Change bars have been utilized to indicate material changes
are listed against one primary threat, for ease of presentation.
Similarly routinely conducted activities intended to mitigate an to the content or intent of the Standard.
accident (such as passenger briefing) are on the left hand side
and some routine activities (such as insurance, flight following
and HUET training) are on the right hand side of the bow tie.
Aircraft Operator Review
Companies and air operators are expected to evaluate the This Standard is designed to be used as a primary reference
effectiveness of the implemented controls, identify any for the review and approval of aircraft operators. Aircraft
interdependence between controls (where for example a operators will be audited to the BARS Question Master List
failure of one control reduces the effectiveness of another) with an audit protocol mapped to this Standard.
2 B A S I C AV I AT I O N R I S K S TA N D A R D – O f f s h o r e S a f e t y P e r f o r m a n c e R e q u i r e m e n t s Ve r s i o n 5 , M a y 2 0 2 1
Variations All environments should be assumed to be hostile unless
demonstrated to be non-hostile for the specific operation
Any variation to this Standard is at the discretion of each
being conducted.
company in consultation with the aircraft operator.
Each variation request must be assessed to demonstrate that
the risks associated with the variation are tolerable and justify Non-hostile environment
safe continuation of operations. Where requirements apply to An environment (unless designated as hostile by the
‘long-term contracts’, if they are not practical to introduce for responsible regulatory authority) in which a successful
the start of the contract, an assessment must be made of when
emergency landing can be reasonably assured and it can be
they can be practically introduced.
assured that the occupants can be adequately protected from
A diagram showing the Basic Aviation Risk Standard Variance the elements until recovered.
Process is presented in Figure 2.
All environments must be assumed to be hostile for all
contracts unless demonstrated to be non-hostile for the
Intelligent Contracting and Oversight specific operation being conducted. Some environments which
may be non-hostile for most of the year may become hostile in
Care should be taken to apply good human factors principles
locally extreme weather. Considerations should be given to:
in contracts, contract management and assurance activities to
avoid any pressure, or perceived pressure on achieving flight • Occupant survival time in the localized water conditions;
schedules and Key Performance Indicators, making excessive • Search and rescue resources available;
changes of flight schedule/manifest or other distractions that • Total call-out and recovery time; and
could have unintended safety consequences. • Cumulative time taken for individual recovery operations.
Key Definitions Long-term contract

Any contract using aircraft assigned solely to the company
Aircraft Operator
for a planned duration of greater than six months. Certain
The approved organization providing a service with aircraft additional requirements apply to long-term contracts.
(and includes reference to approved training/maintenance/
Where practical these must be considered for all contracts.
continuing airworthiness management organizations etc. that
are either part of the aircraft operator or contracted by the
Performance Class 1
aircraft operator).
The helicopter is able to land within the rejected takeoff
Company distance available or safely continue the flight to an appropriate
landing area, depending on when the failure occurs.
The individual entity using this Standard in support of
contracted aviation operations.
Performance Class 2
Competent Aviation Specialist Performance is available to enable the helicopter to safely
continue the flight, except when the failure occurs early during
A company designated aviation advisor or Flight Safety
the takeoff or late in the landing, in which cases a forced
Foundation BARS Accredited Auditor.
landing may be required.
High Traffic Risk Environment

Performance Class 3
An area where the potential for conflicting traffic is assessed
as being high. This may include: At any time during the flight, a forced landing may be
required in a multi-engine helicopter but will be required
• Areas where there are many destinations in the same
basin offshore; in a single-engine helicopter.
• Multiple aircraft operators using similar routes;
• Operations near military exercise areas or other sources Policy, Procedures and Processes
of regular adjacent traffic;
Where these terms are used they require the documentation
• Onshore operations from busy airfields with a mix of of the associated policy, procedure or process in a controlled,
helicopter and fixed wing traffic; or
accessible and comprehensible manner, as shall the Safety
• Multiple adjacent onshore heliports. Management System and other manuals.
Hostile environment Vessels

An environment in which a successful emergency landing Vessels include Floating Production Storage Offload (FPSO)
cannot be assured; or the occupants of the aircraft cannot
vessels, Mobile Drilling Unit (MODU) except when jacked-up,
be adequately protected from the elements until recovered;
Diving Support Vessels (DSV), derrick barges, seismic vessels
or search and rescue response/capability cannot be provided
and other ships.
consistent with the anticipated exposure (irrespective of
whether the area is designated as hostile by the responsible Additional definitions or abbreviations related to the use of
regulatory authority). this Standard are listed in Appendix 5.
Ve r s i o n 5 , M a y 2 0 2 1 B A S I C AV I AT I O N R I S K S TA N D A R D – O f f s h o r e S a f e t y P e r f o r m a n c e R e q u i r e m e n t s 3
Figure 1: BARS Bow Tie Risk Model – Schematic of Offshore Safety Performance
Accident Events Accident Prevention Goals
Effective
System Early Diagnosis of Enhanced Airworthiness
Maintenance/
Failure Potential Failures Reliability Management
Tool Control
Flightpath Effective Use of Enhanced Situational

Aircraft Upset
Management Automation Awareness
Surface/ Enhance Space/ Detect/Avoid Night/IFR Flight RADALT

Obstacle Conflict Reduce Obstacles Obstacles Management Procedures/Use
Heliport/ Vessel Pitch, Roll Heliport and Helideck Multiple Helicopter Heliport/
Helideck Heave Limits Management Operations Helideck Design
Weather Effective Flight Regular Reports/ Adverse Weather

Aircraft Capability
Planning Forecasts Policy/Use
Altitude Air Traffic Control Birdstrike Airborne Collision

Collision in Air
Management Oversight Prevention Avoidance System
Ground Collision/ Weight, Balance Passenger

Flight Handling Dangerous Goods
Handling and Loading Briefing
Fuel Exhaustion/ (Hot) Refueling Fuel Flight Offshore

Contamination Procedures Checks Planning Alternates
Safety Effective Safety

Enablers Leadership/Culture Management System
Safety Intelligence Competency
Safety Performance Model

Requirements.
Accident Survival Goals
Error Tolerant
Supply Chain Impact Survival
Designs
Flotation
Underwater Escape
Sea Survival
Land/General
Survival
Alerting
High Intensity
Strobe Lights
SAR/Emergency
Security and Response
Check-In Control
Fuel Fuel Testing/ Post-Accident

Reserves Inspection
Multi-crew Personnel Modern/Proven Standards and

Operations Readiness Technology Oversight
Version 5, May 2021

1.0: Enablers
Enablers that apply to all accident events outlined in this Standard
Enabler 1.1: Safety Leadership and Culture flight data from routine operations to reduce risk and provide
operational feedback.
Ensuring an organizational culture where the normal
behavior at all levels is risk conscious, safe, learning LINE OPERATIONS SAFETY AUDIT
and collaborative behavior. For long-term contracts the aircraft operator must have a
All organizations must demonstrate an active commitment to structured Line Operations Safety Audit (LOSA) program as
safety. They must actively encourage and promote a positive part of its SMS to supplement FDM with cockpit observations.
safety culture within their organization through development The LOSA data must be analyzed and appropriate action plans
of safety leadership skills, behaviors and authentic implemented.
engagement of their entire workforce. They must regularly
evaluate their culture as part of their Safety Management MAINTENANCE OBSERVATION PROGRAM
System (SMS) using safety culture surveys or analysis of For long-term contracts the aircraft operator must have
other indicators. a structured Maintenance Observation Program (MOP) to
monitor maintenance practices through observation of
maintenance activity. The MOP data must be analyzed and
Enabler 1.2: Effective Safety Management System
appropriate action plans implemented.
Ensuring Safety Management Systems are effective at
gathering and analyzing safety information, managing
risk, providing assurance and ensuring continuous
Enabler 1.3: Safety Intelligence
improvement. Ensuring a collaborative approach to sharing safety
information to directly benefit the entire industry and
SAFETY MANAGEMENT SYSTEM all stakeholders.
All organizations must have a Safety Management System Organizations must actively participate in relevant industry
(SMS) that is integral to the management activity of safety bodies and initiatives.
their organization.
Organizations must share safety occurrences using the locally
The SMS must identify occurrences, actual and potential safety applicable mandatory and voluntary safety reporting schemes.
hazards, assess the associated risks and include consideration
The contracted organization must promptly advise the company
of human performance, safety culture and threat and error
of any incident, accident or non-standard occurrence related to
management. Security threats, both physical and cyber,
the services provided to the company that has, or potentially
against personnel, aircraft, passenger terminals and essential
could have, disrupted operations or jeopardized safety, and
infrastructure/systems must also be addressed. The SMS must
enable effective workforce participation and appropriately include any corrective or preventative actions being taken.
cover activities conducted by safety critical sub-contractors. Organizations must examine available external occurrence
The organization must conduct a risk assessment before reports, accident reports and safety promotion material and
commencing operations for any new or changed aviation identify relevant lessons and necessary internal actions.
activity and implement any identified mitigating controls.
There must be a defined process to periodically review the Enabler 1.4: Competency
assessments for continuing activities.
Ensuring safety critical personnel are competent to
The SMS must be subject to continuous improvement. The fulfil their duties by having appropriate training,
organization must have safety objectives that are reviewed qualifications, knowledge, skill and experience.
at least annually and regularly monitor appropriate Safety
Performance Indicators. FLIGHT CREW COMPETENCY
FLIGHT DATA MONITORING The aircraft operator must have an appropriate procedure
for the initial selection of flight crew that considers aptitude
For long-term contracts the aircraft operator must have a and compatibility.
Flight Data Monitoring (FDM)program as part of its SMS to
systematically analyze and make pro-active use of digital Flight crew on contracts with companies adopting these
Safety Performance Requirements must meet Appendix 1
as a minimum standard. Where agreed by the company, the
aircraft operator may use Competency Based Training in lieu of In multi-crew operations both pre and post flight briefings
minimum experience requirements if the training program has must be conducted in a standardized way, defined by the
been evaluated and meets the requirements of Flight Safety Aircraft operator. Standardized briefings must also be
Foundation Offshore Safety Performance Requirements Flight conducted at defined critical stages of flight.
Crew Competency Based Training Framework. All crew, including those in single-pilot operations, must have
Flight crew must receive annual training to the standards of the successfully completed Crew Resource Management (CRM) and
responsible regulatory authority with two flight checks annually Threat and Error Management (TEM) training at intervals not
(or every six months for long-term contracted operations). The exceeding two years.
flight checks must include an annual instrument rating renewal
(where applicable), proficiency or base check (non-revenue) Enabler 1.6: Personnel Readiness
and a route check (revenue-flight permissible).
Ensuring flight crew and maintenance personnel
Flight crew members are to conduct training in suitable Flight
are alert and fit-for-work.
Simulation Training Devices (FSTD) every 6 months.
Before commencing flight duties in a new location on long- FLIGHT CREW FATIGUE MANAGEMENT
term contract, all flight crew must receive a documented
Aircraft operators must apply the following flight time limits
line check that includes orientation of local procedures
unless the responsible regulatory authority’s requirements are
and environment when these differ from their previous
more stringent:
operating location.
Single-pilot operation Two-pilot operation
CONTINUING AIRWORTHINESS AND MAINTENANCE
PERSONNEL COMPETENCY 8 hours daily flight time 10 hours daily flight time
40 hours in any 7 day 45 hours in any 7 day

Continuing airworthiness and maintenance personnel on
consecutive period consecutive period
contracts with companies adopting these Safety Performance
Requirements must meet Appendix 1 as a minimum standard. 100 hours in any 28 day 120 hours in any 28 day
consecutive period consecutive period
The aircraft operator and approved maintenance organization
1000 hours in any 365 day 1200 hours in any 365 day
must have a program for the training of continuing airworthiness consecutive period consecutive period
and maintenance personnel at least once every three years.
A duty day must not exceed 14 hours and where 12 hours has
The training must include human factors in maintenance,
been exceeded, this must be followed by a rest period of a
maintenance documentation and procedures and specific
minimum of ten hours. Crews on rotational assignments that
training on the aircraft and systems being maintained (refresher
arrive following overnight travel, or travel exceeding four time
training, updates on new modifications or in-service lessons).
zone changes, must not be rostered for flying duties until the
There must be a process established for periodic competency minimum ten hour rest period is met.
assessment at least once every three years.
Regulatory approved Fatigue Risk Management Systems
(FRMS) may be used in lieu of the above limits when endorsed
OTHER PERSONNEL
by a Competent Aviation Specialist.
Organizations must ensure managers and all other safety
critical personnel are appropriately trained and competent to MAINTENANCE PERSONNEL FATIGUE MANAGEMENT
perform their duties
The aircraft operator or approved maintenance organization
must establish a fatigue management policy to minimize the
Enabler 1.5: Multi-crew Operations effects of acute and chronic fatigue amongst maintenance
personnel. This must include maximum working hour
Ensuring flight crew handling and monitoring duties are limitations, minimum rest periods and roster schedules,
appropriately divided, defined and conducted in line and appropriate management review and approval of any
with human factors principles. extensions in exceptional circumstances.
Where multi-crew operations are conducted, procedures The routine rostering of overnight maintenance must be
outlining the duties and responsibilities of all flight crew reviewed by a Competent Aviation Specialist to agree if
members must be prescribed by the aircraft operator; necessary to support the company’s operations. The rostering
specifically ‘Pilot Flying’ and ‘Pilot Monitoring’ roles and tasks of shifts of over 12 hours or minimum rest periods of less
are to be defined. than 10 hours should only be considered in exceptional
Enablers 1.0 (cont.)
circumstances, must be supported by a risk assessment and Aircraft operators must have an Operations Manual with the
must be reviewed by a Competent Aviation Specialist to necessary content, approved (or when applicable, accepted)
determine if acceptable. by the responsible regulatory authority.
This may be in one or more volumes and include or be

DRUG AND ALCOHOL POLICY
supported by appropriate procedures. The Operations Manual
The aircraft operator must have a Drug and Alcohol Policy, must cover normal and emergency operations and suitable for
with associated Standard Operating Procedures that meet all the operational circumstances and the aircraft types operated.
requirements of the responsible regulatory authority and local
legal system and is acceptable to the contracting company.
WELLBEING POLICY Figure 2: Variance Process.

The aircraft operator must have a Wellbeing Policy and
associated procedures that encourages personal wellbeing
Basic Aviation Risk Standard Variance Process
and resilience, while minimizing the risk of physical or mental
health conditions developing into a safety concern for the
individual or those around them.
Enabler 1.7: Modern/Proven Technology

Ensuring the relative merits of safety features, design
standards and service experience are assessed so as
to select reliable and resilient aircraft and equipment,
suitable for the intended operations.
Aircraft type design, certification standards, safety features,

service experience and suitability for use should be assessed
prior to use.
The aircraft basic equipment fit and configuration must meet

the requirements listed in Appendix 2.
The use of aircraft that differ in equipment fit/configuration

from the contracted aircraft (including temporary use) must be
agreed with the company’s Competent Aviation Specialist.
Enabler 1.8: Standards and Oversight

Ensuring operation with all necessary approvals
and with an effective system of documented
operational procedures.
Aircraft operators must be appropriately licenced, hold an

Air Operator’s Certificate (AOC) and approved by the
company’s established process and where necessary a
Competent Aviation Specialist prior to use.
Sub-chartering (wet-lease or cross-hiring) by the aircraft

operator must not be undertaken without approval of the
contracting company. Regardless of ownership, contracted
aircraft must be operated and controlled in accordance with
the AOC of the aircraft operator(s) specified in the contract.
Accident Event 2.0: System Failure
Structural or propulsion/mechanical/avionic system failures of the helicopter
that result in accident or escalate another threat
Accident Event Accident Prevention Goals
Early Diagnosis of Potential Failures Effective Maintenance

System Failure Enhanced Reliability Error Tolerant Designs
Airworthiness Management Supply Chain
2.1: Early Diagnosis of Potential Failures 2.2: Enhanced Reliability

Ensuring the early detection of impending critical Ensuring flight operations and continuing airworthiness
failures to facilitate timely corrective action. choices minimize the risk of critical failures and provide
assurance of safe outcomes during all engine failure modes.
VIBRATION HEALTH MONITORING (VHM)
Multi-engine helicopters must be fitted with an approved PERFORMANCE CLASS
VHM system capable of monitoring the rotor and rotor drive Only multi-engine helicopters certified in Part 27/29 Category
systems. VHM is recommended on single-engine helicopters A operating in Performance Class (PC) 1 and PC2 are to be
when available. used in a hostile environment, at night or in instrument
The VHM system must measure vibration characteristics of meteorological conditions.
rotating critical components during flight utilizing suitable
For PC2 operations from offshore helidecks with exposure to a
vibration sensors, techniques, and recording equipment.
forced landing on water or a deck edge strike, procedures must
Alert generation processes must be in place to reliably advise
be based on relevant Flight Manual data.
maintenance personnel of the need to intervene and help
determine what type of intervention is required. Helicopters operating in PC3 (which includes all single-engine
The VHM system must be certified to CS-29.1465 or an helicopters and multi-engine helicopters that are not certified
equivalent VHM regulatory standard. in Part 27/29 Category A) must be limited to use in a non-hostile
environment, under day visual meteorological conditions.
The VHM system must be undergoing, or have previously
completed, a Controlled Service Introduction under the All daytime offshore flights using PC3 Helicopters must be
oversight of a regulatory authority who has certified the scheduled so that they land at least 30 minutes prior to
helicopter type. official sunset.
The operator must have documented procedures and trained Piston engine helicopters must not be used in offshore
personnel to: operations.
(1) Collect the data including system generated alerts;
NGINE/POWERPLANT MODIFICATION STANDARD
E
(2) Analyze and determine component serviceability; and AND MAINTENANCE PROCEDURES
(3) Respond to detected incipient failures. All helicopters operating offshore on a long-term contract to
ENGINE USAGE AND TREND MONITORING PC3 or PC2 with exposure must comply with any recommended
All helicopters operated PC3 or PC2 with exposure modification standards or maintenance procedures issued by
(see Control 2.2) must be fitted with an electronic engine the engine or aircraft Type Certificate Holders to reduce loss of
usage and trend monitoring system. The aircraft operator must power events.
follow procedures to routinely download the system, analyze
engine trend data and take necessary actions so as to minimize 2.3: Airworthiness Management
the probability of engine failures. Ensuring aircraft are airworthy and reliable.
PASSENGER TO CREW COMMUNICATION The aircraft operator must have procedures and resources in
Passengers must be able to communicate with the crew in the place to manage the continuing airworthiness of its aircraft to
event of a technical problem being observed (e.g. a fluid leak ensure that:
or smoke from the rear of the cabin). For aircraft where the
(1) The aircraft are maintained in an airworthy condition;
cockpit is separated from the cabin (for example in a medium
helicopter where the front row of passenger seats face aft) Operational, safety, emergency and role-related aircraft
(2)
means of communication can include access to a headset for equipment carried is correctly installed and serviceable or
a designated passenger, carriage of a crew member or some clearly identified as unserviceable (when permitted);
other suitable means to capture the crew’s attention. (3) The certificate of airworthiness (or equivalent) remains valid;
Accident Event 2.0 (cont.)
(4) The aircraft and its installed equipment is maintained in CRITICAL MAINTENANCE TASKS (CMTs) AND
accordance with an appropriate, approved or accepted INDEPENDENT INSPECTIONS
Maintenance Program;
Maintenance tasks that involve the assembly or disturbance of any
(5) Airworthiness directives and service bulletins are
appropriately assessed; system that may affect flight path, attitude, or propulsive force,
which, if errors occurred, could result in a failure, malfunction, or
(6) Modifications and repairs are done in accordance with
defect that would endanger the safe operation of the aircraft must
approved or accepted design data as applicable;
be considered as a CMT.
(7) Defects are only deferred in accordance with an approved
Minimum Equipment List (MEL) and/or procedures approved CMTs must be clearly identified in maintenance worksheets or job cards.
by the responsible regulatory authority;
CMTs must be subject to an Independent Inspection in
(8) An effective maintenance program is maintained that
accordance with established procedures, carried out by at least
takes into consideration equipment fit, usage, operating
environment and reliability; two persons, at least one of which is qualified and authorized to
sign the Maintenance Release.
(9) An effective reliability program is in place to monitor if the
aircraft maintenance program tasks are effective and their Leak checks must be conducted when maintenance
periodicity adequate (see also Controls 2.1 and 2.2); compromises the integrity of fuel, oil or hydraulic systems.
(10) An effective process for scheduling of maintenance is in
place; TOOL CONTROL
(11) Accurate and complete definition of the configuration The aircraft operator must have procedures in place to control all
of individual aircraft and aircraft records are maintained tools, including (but not limited to): tool inventories, serialized
(including mass and balance records and Technical Log
system); marking of tools (or equivalent), controlled issue and return
of tools, specific tool storage locations, routine inspection/
(12) Control of maintenance data to be used by maintenance monitoring of tool storage locations and inspections of the
organizations;
aircraft before panel/compartment closures.
(13) Maintenance Check Flights and Helicopter Offshore
Unserviceability Recovery (HOUR) flights are safely In addition, procedures must be in place for a structured
conducted, including coordination between flight search in the event of lost tools and appropriate management
operations, continuing airworthiness management and authorization before release of aircraft when tooling remains
maintenance organization personnel; unaccounted for.
(14) Prompt and effective liaison with Type Certificate
(TC) Holders; and
(15) Maintenance standards are defined and adhered to. 2.5: Error Tolerant Designs
Ensuring design and continuing airworthiness practices
2.4: Effective Maintenance minimize the probability and consequences of human
Ensuring maintenance is conducted to the required error in maintenance.
Maintenance Program and standards. Preference should be given to aircraft types and modifications
that feature a human centered design, i.e. are tolerant of, or
MAINTENANCE – GENERAL minimize the probability/consequence of, human error.
The aircraft operator must have procedures and resources in The aircraft operator must have a process to identify design
place for maintenance of aircraft that ensure: features or maintenance requirements that increase the risk
(1) The aircraft are maintained in an airworthy condition in of critical error.
accordance with continuing airworthiness instructions;
The aircraft operator must have a process to alert the TC
(2) Maintenance is conducted in appropriate facilities and
environmental conditions by approved and adequately Holder or STC Holder of design features, documentation or
resourced maintenance organizations and authorized maintenance requirements that increase the risk of critical error.
personnel; The aircraft operator must have a process to mitigate, where
(3) Human factors principles are applied to the planning and practical, design features or maintenance requirements that
conduct of maintenance; increase the risk of critical error.
(4) Appropriate supervision of maintenance is in place;
(5) Appropriate briefings and documented shift handovers
occur; 2.6: Supply Chain
(6) Occupational safety and health provisions are in place; Ensuring provision of genuine, serviceable parts.
(7) Accurate and complete maintenance records are
maintained; The aircraft operator must ensure that all parts accepted into
stores and fitted to aircraft conform to approved design data,
Maintenance standards are adhered to; and
(8) were previously appropriately released by an appropriate
(9) Maintenance organizations must have an internal audit organization, are appropriately stored and are in a condition for
program and SMS, or be within the aircraft operator’s safe operation.
audit program and SMS.
Accident Event 3.0: Aircraft Upset
Loss of control of the aircraft while in-flight or loss of situational awareness
in relation to mobile vessels
Flightpath Management
Aircraft Upset Effective Use of Automation
Enhanced Situational Awareness
3.1: Flightpath Management 3.3: Enhanced Situational Awareness

Ensuring a safe flightpath with early identification of Ensuring the awareness of external and internal threats.
deviations and timely corrective action.
AIRCRAFT CONTROL ON THE GROUND
FLIGHTPATH PROCEDURES
A pilot must remain at the controls of the helicopter at all
Aircraft operators must define procedures for critical phases times aircraft engines are running.
of flight operations (inclusive of taxi, takeoff, cruise, approach
and landing). This must include applying stabilized approach ASSESSMENT OF WRONG DECK LANDING RISK
procedures that consider energy state for all flights. Aircraft operators must have a process to identify the relative
Aircraft operators must include no-fault, mandatory go-around risk (e.g. high, medium or low) of a wrong deck landing at a
requirements in the Operations Manual. particular destination or vessel during flight planning. This
should consider factors such as proximity of adjacent decks,
NAVIGATION physical similarity of adjacent installations or vessels, similarity
in naming conventions, etc.
The destination position must be verified on approach to all
vessels and installations. Aircraft operators must have procedures to review this risk
during all preflight briefings and (if practical) verbalize in
The location of mobile installations and vessels must be
pre-landing briefings (unless it can be demonstrated the risk in
reliably communicated by the company to aircraft operators,
that area is continuously low).
and the information be readily available in the flight planning
area. Flight crew must confirm the location of mobile
installations and vessels (both the destination and any that
may be adjacent to the destination) before flight.
3.2: Effective Use of Automation

Ensuring the maintenance of controlled flight with,
or without, the use of automation.
An Autopilot or Automatic Flight Control System (AFCS) must

be fitted. This must be a four-axis system for multi-engine
helicopters unless risk assessed and endorsed by a Competent
Aviation Specialist.
The aircraft operator must have an automation policy that

ensures the appropriate use of automation to reduce cockpit
workload. The policy must also include procedures for manual
flight control to maintain flight proficiency.
Courtesy: Bristow
Accident Event 4.0: Surface/Obstacle Conflict
An airworthy helicopter under the control of flight crew is flown into the ground
(or water) or an obstacle on or adjacent to the heliport/helideck
Surface/Obstacle Enhance Space/Reduce Obstacles Night/IFR Flight Mitigations

Conflict Detect/Avoid Obstacles RADALT Procedures/Use
4.1: Enhance Space/Reduce Obstacles EXTERNAL VISION AND OBSTACLE DETECTION AIDS
Ensuring sufficient clearance from obstacles for To improve situational awareness (of obstacles during takeoff,
safe operation. landing or taxi, personnel/vehicle movements around the aircraft
on the ground and the aircraft external condition, such as open
For operations at night or under IFR to offshore destinations,
panels or damage/leaks/fire), sensors and/or mirrors should be
aircraft operators must have defined Airborne Radar Approach
provided to assist the crew on aircraft on long-term contracts.
(ARA) procedures that require:
• Consideration of the location of all known fixed and
moving obstacles;
4.3: Night/IFR Flight Management
• The use of a radar to provide course guidance to ensure Ensuring effective preparation that enables safe
obstacle clearance; operation in Night and IFR conditions.
• A Minimum Descent Height (MDH) not less than 50 feet

NIGHT – PASSENGER FLIGHTS
above the helideck, determined by radio altimeter;
A risk assessment by the aircraft operator must be performed
• A decision range of at least 3/4nm with adequate obstacle
before commencing night passenger flights from a new
clearance in the missed approach from any destination for
operating location (or upon changes in local SAR capability).
which an ARA is planned; and
The risk assessment must include:
• That the approach shall only be continued beyond decision
range or below the MDH when visual reference with the (1) The existence, availability and effectiveness of available
destination has been established. night SAR resources;
(2) SAR response times; and

4.2: Detect/Avoid Obstacles (3) Survival times of personnel given environmental conditions
Ensuring the detection of adjacent obstacles so when and mitigating measures (such as survival suits).
necessary take timely corrective action.
NIGHT/INSTRUMENT METEOROLOGICAL CONDITIONS (IMC)
TERRAIN AWARENESS WARNING SYSTEM PROCEDURES
Aircraft that are to fly under IFR or at night or over Flights flown at night or in IMC must be operated by two-pilots
mountainous terrain must be fitted with a serviceable Class A who hold valid and current instrument ratings using Standard
Helicopter TAWS, certified in accordance with an appropriate Operating Procedures (SOPs) contained in the Operations Manual.
Technical Standards Order, with offshore specific modes Flights flown at night or in IMC must be conducted in a multi-
where available. engine helicopter and must be in compliance with an IFR
The aircraft operator must have procedures for any user- flight plan.
adjustable TAWS features, ensuring regular database updates
and for actions to be taken by the flight crew in the event of NIGHT OR IFR – APPROACH/LANDING RECENCY
an alert. IFR and night approach recency must comply with the
Flight crew training must include the response to TAWS alerts. responsible regulatory authority’s requirements, but for
offshore operations shall include at least three night offshore
helideck takeoff and landings for each pilot in the preceding
90 days.
4.4: RADALT Procedures/Use
Ensuring the provision of reliable RADALT data to provide
clear and reliable awareness of height above sea level.
All offshore helicopters must be equipped with at least

one radio altimeter (RADALT) with dual displays (including
analogue indication), with a visual alert and Automated Voice
Alerting Device (AVAD) capability.
The radio altimeter must be serviceable for any flight at night
or conducted under IFR (even if deferrable in the regulatory
approved MEL).
Visual/audio alerts may alternatively be provided by TAWS.
The aircraft operator must have procedures for any user
adjustable AVAD features and for actions to be taken by the
flight crew in the event of an alert.
Courtesy: Weststar Aviation
Accident Event 5.0: Heliport and Helideck
Collisions, loss of control on the ground, fires and other accidents related
to the design and operation of onshore heliports or helidecks
Heliport and Vessel Pitch, Roll and Heave (PRH) Limits Multiple Helicopters Operations
Helideck Heliport and Helideck Management Heliport and Helideck Design
5.1: Vessel Pitch, Roll and Heave (PRH) Limits HELIDECK CONTROL – HELICOPTER LANDING OFFICER (HLO)
AND HELIDECK ASSISTANTS (HLA)
Ensuring a safe envelope for vessel movements
to enable a safe landing and stability when on All offshore installations must have a HLO and sufficient HDAs
the helideck. available for all helicopter movements with relevant duties and
responsibilities clearly outlined in a current and up-to-date
The Pitch, Roll and Heave of floating vessels must be measured
HLO Manual.
as close to helideck level and centerline as possible in order to
provide accurate and reliable readings to be communicated to HLO and assistants must undergo initial and recurrent training
the helicopter from the vessel. every two years in accordance with OPITO standards (or an
acceptable alternative standard).
Significant changes in PRH, wind direction, vessel direction or any
circumstance where vessel control is lost must be reported to the COMMUNICATION
helicopter crew both prior to landing and while on the helideck.
For manned installations and vessels there must be procedures
The aircraft operator must have aircraft specific pitch, roll and to verify that the helicopter is on approach to the correct
heave rate landing limits (such as the Helideck Certification destination. There must also be a corresponding ability to
Agency Helideck Landing Limits) documented in their communicate visually or verbally if an incorrect approach has
Operations Manual. Aircraft operators must conduct a risk been identified.
assessment prior to commencing night or IMC operations and
supplement these limitations if necessary. These results must CLOSED DECKS
be considered as part of a pre-commencement risk assessment
If a helideck is closed (for any reason other than simply it is
(see Enabler 1.2).
unmanned) it must be clearly marked as such. Markings should
The flight crew must verify that the reported PRH is within include physical deck markings and may be supplemented by
limits before landing. status lights.
INSPECTIONS
5.2: Heliport and Helideck Management
In addition to reviews required by regulatory authorities, all
Ensuring effective maintenance and operation of
company owned and/or operated Heliports and Helidecks must
helidecks and heliports to enable safe operations.
have an annual helideck inspection conducted by a Competent
OPERATIONAL MANAGEMENT Aviation Specialist or aircraft operator.
All heliports and helidecks must have personnel who are Documented findings and action plans resulting from
responsible for overseeing and managing heliport/helideck any inspection must be retained by the Helideck Landing
operating standards in accordance with documented Officer (HLO).
procedures and as part of a Safety Management System.
HELIPORT AND HELIDECK ASSESSMENTS
Personnel designated as being responsible must understand
the heliport/helideck procedures, local aviation regulations and Aircraft operators must conduct landing site assessments
certification requirements of the facility. prior to commencing operations to validate suitability of
performance and operating limitations. These results must be
considered as part of a pre-commencement risk assessment
(see Enabler 1.2).
Prior to any night operations to new-build helidecks, or to

helidecks with major changes in lighting installations, there
must be a night validation flight that assesses all aspects of INSTALLATION/VESSEL MARKING
the helideck lighting.
The marking of installations and vessels must be such that
Consider the following when planning the evaluation flight: the crew of an approaching helicopter can visually verify
• Use of experienced personnel such as Check and Training identity before or at the Landing Decision Point. Where similar
Flight Crew; installation/vessels are in the same area, special care must be
• Performing the flight as soon as practicable during taken to make markings unambiguous.
operational start-up; and Flight crew must have approach plates accessible during
• Assess the night lighting in ambient conditions relevant to flight planning and when airborne that assist in the visual
the operating environment (as opposed to assessing in a identification of the destination and adjacent installations
brightly illuminated dry dock/harbour). and vessels.
HELICOPTER/SHIP OPERATIONS PASSENGER TERMINAL AREA
All helicopter-to-ship operations must be conducted Heliports must have passenger facilities offering a waiting
in accordance with the standards contained in the area, survival suit issue and donning area (if required), suitable
International Chamber of Shipping (ICS) Guide to Helicopter/ briefing area, security, basic amenities, protection from the
Ship Operations. elements and a barrier from the aircraft movement area.
Incoming and outgoing passenger routes must be designated.
Vessel activities typically include marine pilot transfer, tanker
Similar facilities must be available on installations and vessels.
support, seismic crew transfer and medical evacuation.
Appropriate cleaning must be conducted.
5.3: Multiple Helicopter Operations DESIGNATED FREIGHT AREA

Ensuring adequate clearance when multiple aircraft Heliports and helidecks must have a designated and secure
operations occur to avoid confliction. freight area that provides a controlled environment clear of the
Operations requiring the landing of a second helicopter to an aircraft movement area and public thoroughfare.
offshore helideck (routinely or for occasional use, such as to
PARKING APRON
support the maintenance of an unserviceable helicopter on
deck) must be risk-assessed and endorsed by a Competent For all routinely used heliports, the parking apron area
Aviation Specialist prior to the activity. must be assessed by the aircraft operator as being suitable
for their type of aircraft. Consider other transient aircraft
traffic, helicopter operations, refueling and the Pavement
5.4: Heliport and Helideck Design
Classification Number (PCN).
Ensuring the physical design of helidecks and heliport,
For long-term contracts, where practical, taxi lines appropriate
their markings, lighting, emergency cover and all
for the contracted aircraft type must be painted on the apron
ancilliary systems are suitable for safe operations.
for obstacle-clearance maneuvering purposes.
DESIGN
PERIMETER FENCE
Use ICAO Annex 14, Volume II (‘Heliports’) and UK CAA CAP 437
‘Offshore Helicopter Landing Areas’ for design considerations Long-term onshore heliports must have a perimeter fence to
when constructing, or performing major rework, to permanent prevent access by livestock, other animals and unauthorized
long-term company owned and operated heliports or helidecks. pedestrians or vehicles.
All new-build helidecks must conform to the design standards

of ICAO Annex 14 Volume II Heliports and UK CAA CAP 437
‘Offshore Helicopter Landing Areas’, and be designed to
accommodate the largest helicopter anticipated for use in the
life of the structure.
Accident Event 6.0: Weather
Weather and/or other environmental conditions force a helicopter to deviate from its
intended flight path and results in an accident or prevents effective search and rescue
Effective Flight Planning Adverse Weather Policy/Use

Weather
Regular Reports/Forecasts Aircraft Capability
6.1: Effective Flight Planning All equipment must be maintained and calibrated to a defined
schedule and recorded in a calibration register.
Ensuring aircraft depart with sufficient fuel reserves
on routings that take into account the anticipated When operating in a hostile environment to offshore
weather conditions. destinations wave height and the status of the local rescue
capability (e.g. stand-by vessels, fast rescue craft, offshore
Offshore flights must be conducted on an Instrument Flight based SAR helicopters etc.) must be communicated to
Rules (IFR) flight plan lodged with the relevant air traffic arriving aircraft.
control service provider when possible. Visual Flight Rules
(VFR) flight plans are permitted but must be lodged with a
responsible party (air traffic control service provider, aircraft 6.3: Adverse Weather Policy/Use
operator or company site representative) and flown under a Establishing weather limitations consistent with the
flight-following regime. capabilities of the aircraft and rescue assets are applied
to each flight, with provision for appropriate training in
Aircraft operators must outline thunderstorm and triggered
anticipated conditions.
lightning avoidance techniques in the Operations Manual.
ADVERSE WEATHER POLICY
SPECIAL VFR PROCEDURES
An Adverse Weather Policy must be developed by the company
Routine planned use of Special VFR procedures must only in conjunction with the aircraft operator when weather
be used in a two-crew operation and only in a non-hostile conditions exist that are suitable for flying, but not suitable for
environment and only if endorsed by a Competent Aviation practical offshore operations or search and rescue. Situations
Specialist. can include: excessive wind over helidecks prohibiting
personnel movement to and from the helicopter, adverse sea
6.2: Regular Reports/Forecasts conditions resulting in an unacceptable risk of immediate
capsize or preventing effective offshore search and rescue, or
Ensure flight crew receive accurate actual and forecast
man-made smoke haze degrading visual conditions in a jungle
weather data to make sound planning decisions.
environment. The Adverse Weather Policy must outline clearly
under what conditions flying operations should be restricted or
FLIGHT PLAN WEATHER DATA
temporarily halted and supported by appropriate procedures.
Flight crew must be provided with reliable weather information The Adverse Weather Policy must consider the aircraft type and
when determining fuel loads during preflight planning. survival equipment in use, the available SAR capability and
applicable Emergency Response Plans and be revalidated when
DESTINATION WEATHER REPORTING
material changes to these considerations occur.
The following data must be communicated to arriving aircraft
by either an Automatic Weather Observation System (AWOS) WIND SHEAR/HELIDECK ENVIRONMENTAL TRAINING
and/or trained weather observer:
Flight crew on long-term contract must have ongoing training
• Maximum pitch and roll (degrees) and heave rate (meters/ addressing the identification and recovery measures associated
second) over a 20 minute period (offshore destinations); with microburst and wind shear phenomenon, turbulence
• Wind direction and speed; created by wind over an offshore facility’s superstructure and
• Temperature; gas venting.
• Barometric pressure; and

• Cloud ceiling height and visibility.
COLD WEATHER TRAINING 6.4: Aircraft Capability
Crew who operate aircraft in a cold weather environment Ensuring the aircraft is capable of operating in the
(ground snow and ice) must undergo annual training prior to intended weather conditions.
the onset of the winter season that addresses:
Where an aircraft is intended to be operated into known
• Pre takeoff inspections; icing conditions it must be certified for operation in icing
• In-flight icing and associated hazards; conditions and all icing related systems must be serviceable.
• Cold weather operational takeoff, approach and landing; and All aircraft contracted to be able to operate under IFR or at
• Visibility and performance considerations. night must be fitted with serviceable color weather radar
having a minimum range scale of 2.5nm with one half nm range
scale graduations. If the weather radar becomes unserviceable,
the aircraft 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.
Courtesy: Bristow
Accident Event 7.0: Collision in the Air
A helicopter and object collide in the air
Altitude Management Airborne Collision Avoidance

Collision in the Air ATC Oversight System (ACAS)
Bird Strike Prevention High Intensity Strobe Lights (HISL)
7.1: Altitude Management 7.4: Airborne Collision Avoidance System (ACAS)

Ensuring appropriate clearance from other aircraft and Ensuring timely detection of conflicting air traffic and
known bird activity. avoidance of all traffic.
Flight crew must comply with the ICAO cruising altitudes for Aircraft to be flown in a High Traffic Risk Environment (HTRE) at
both VFR and IFR flight unless circumstances require non- night or under IFR while on long-term contract must be fitted
standard procedures. with an ACAS II system that provide both traffic advisories and
resolution advisories.
Where known bird migratory routes or bird reserves are
identified, flight crew must plan to minimize flight time below All aircraft to be flown VFR in a HTRE on long-term contract
2,500 feet Above Ground Level (AGL) as far as practical or must be fitted with an ACAS I that provides at least
otherwise reduce cruise speed to lower impact energy. traffic advisories.
7.2: ATC Oversight 7.5: High Intensity Strobe Lights (HISL)

Ensuring the optimum use of ATC services to maximize Ensuring conspicuity of the aircraft to all other traffic.
air traffic separation.
Aircraft on long-term contract operating in a HTRE must have
The Pilot-in-Command must consider the use of Air Traffic high intensity strobe or pulse lights fitted (in addition to the
Controlled or Monitored airspace when determining cruising standard red anti collision beacons).
altitudes utilized during flight.
7.3: Bird Strike Prevention

Ensuring effective bird control measures are in place to
minimize bird strikes.
Passive bird control measures must be adopted at all onshore

heliports and helidecks (where applicable) to manage the
immediate habitat and sources of food.
Active bird control must be conducted at all onshore heliports

when required. Where possible, birds must be dispersed or
removed in accordance with local wildlife regulations.
Aircraft routing must consider bird sanctuaries, known nesting

areas and migratory bird paths as far as practical. This should
include crossing coastlines perpendicularly to minimize
exposure to birds.
Aircraft landing, taxi and strobe lights should be used below

2,500 feet AGL wherever practical.
Courtesy: HeliOffshore
Accident Event 8.0: Ground Collision/Handling
A collision between helicopter and other aircraft, vehicles or persons,
or the unsafe loading of an aircraft
Weight, balance and Loading

Ground Collision/ Dangerous Goods
Passenger Briefing
Handling Security and Check-In Control
Flight Handling
8.1: Weight, Balance and Loading 8.2: Passenger Briefing

Ensuring the accurate and safe aircraft loading within Ensuring passengers have the necessary knowledge to
approved limits. safely board, disembark and evacuate the aircraft.
WEIGHT DETERMINATION AND SAFE LOADING PASSENGER BRIEFING AND BRIEFING CARDS
Aircraft operators must have policies and procedures for the Passengers must be briefed on emergency procedures and the
safe loading of the aircraft including the following: safety matters prior to flight, including:
• A general description of the helicopter and specific avoid/
• Actual passenger weight (including hand luggage)
danger areas;
must be determined and used in all aircraft weight and
• Smoking restrictions;
balance calculations;
• Instructions on the limitations of use of Personal Electronic
• Items of baggage and cargo must be separately weighed
Devices (PEDs), including prohibiting of charging and
and detailed on the manifest; carriage of e-cigarettes or loose batteries
• All cargo must be inspected to verify it is accurately • Hearing protection;
declared and not a security or Dangerous Goods concern • Boarding and disembarkation instructions;
(Control 8.5 covers baggage); • The use of seat belts and shoulder harnesses;
• Items other than soft cover books or securely bound • The proper donning and use of survival suits, including the
magazines must be prohibited from being taken into the use of any hoods or gloves;
cabin by passengers; • The brace position;
• Carry-on baggage, including, briefcases, laptop • Immediate actions upon a ditching;
computers and newspapers must not be permitted in the • Demonstration on the use of life jackets and emergency
cabin and all baggage must be secured in the baggage breathing system used in that helicopter;
compartment. The area below seats must not be used for • The location and use of normal and emergency exits;
baggage or other items; • Liferaft deployment and boarding;
• If cargo is carried inside the passenger cabin during • Any other safety and survival equipment a passenger may be
reasonably be expected to use;
passenger carrying operations, it must be secured
using nets and straps and hard-points that are suitable • The means of communication between crew and passengers;
and
for the purpose and placed in front of the passengers
• The location of non-smoking and fasten seatbelt signs and
where practical; and
briefing cards.
• Cargo must not obstruct the normal or emergency exits.
The briefing must cover the specific design features and
equipment of the aircraft to be used and be presented in
WEIGHT AND BALANCE CALCULATIONS
video format.
Prior to takeoff, the Pilot-in-Command must ensure that the
When the aircraft to be used has minor configuration
aircraft weight and center of gravity have been calculated and differences to that shown in the video safety briefing, a
are within limits for safe flight. verbal briefing to a documented script either on the aircraft
or with reference to illustrations of the differences must
The weight and balance calculations must be accomplished by
be provided before flight. Differences are minor if they are
a means authorized by the Operations Manual, and the details
readily comprehensible, easy to identify on the aircraft, small
must be available in the cockpit at all times. in number, don’t introduce a new risk of injury if misused
and don’t have an adverse effect on survivability. If the
differences are major, a dedicated video must be used for that
configuration.
All passengers must have access to a passenger briefing card The transfer of passengers whilst the rotors are running must
specific to the aircraft configuration in use when seated. be supervised by a designated PCO or HLO.
Briefing Videos and cards must be consistent.
GROUND PROCEDURES
The aircraft operator must have a procedure in place to ensure
passengers are briefed after any sudden descent, return to The Operations Manual must include requirements on ground
base, or any other event that may cause concern. handling and the maneuvering of aircraft including ground
taxiing, towing and passenger loading procedures.
MULTI-LANGUAGE BRIEFING AND PLACARDS
When the first language in the area of operations is not 8.4: Dangerous Goods
English, the aircraft operator must provide aircraft emergency
placards, passenger briefings cards and briefings in the local Ensuring only appropriately packaged and documented
language as well as English. For videos this may be achieved DG is carried in the appropriate aircraft hold locations.
by sub-titles. The aircraft operator must comply with current International
Air Transport Association (IATA) Dangerous Goods
8.3: Flight Handling requirements (or similar requirements such as Title 49 of the
Ensuring manifests are accurate, and that passengers US Code of Federal Regulations).
are appropriately escorted and seated. Irrespective of whether Dangerous Goods are to be carried, the
aircraft operator or Heliport operator must have appropriate
PASSENGER SEATING POSITIONS procedures and trained personnel to screen all cargo, baggage
Passengers must be seated on the aircraft cognizant of and passengers for Dangerous Goods and other items
emergency exit/push-out window sizes. Larger passengers, in prohibited from carriage on an offshore helicopter or otherwise
particular those with large shoulder sizes, must be seated on subject to limitations. All flight crew must complete Dangerous
rows adjacent larger exits. First time travelers should only be Goods awareness training at least every two years.
seated next to an emergency exit/push-out window when they
are not between another passenger and that passenger’s most
direct egress route. 8.5: Security and Check-In Control
Ensuring passengers are qualified and approved to
MANIFEST travel, and are free of prohibited items.
A manifest that accurately reflects the occupants and cargo
of the aircraft must be completed for each flight or sector PASSENGER SECURITY AND QUALIFICATION CHECKS
in accordance with the Operator’s approved procedure. The The aircraft operator or heliport operator must ensure that
manifest must record the full name of each passenger and this an appropriate process is in place to verify the identity of
data must be accessible by flight following personnel at all
passengers prior to boarding, ensure they meet safety training,
times to aid any emergency response.
medical or other currency requirements, search for prohibited
items (prohibited either in-flight or at the destination) and
PASSENGER CONTROL
deny boarding to passengers who are disruptive or showing
A designated Passenger Control Officer (PCO) or Helideck signs of either alcohol or substance abuse.
Landing Officer (HLO) who is in a position to communicate with
the crew at all times must control all passenger movements to The aircraft operator must also have a process to conduct
and from the designated aircraft movement area. The PCO can inbound, onshore security checks in accordance with any local
be provided by the company or aircraft operator, and may be regulations or company contractual requirements.
a crew member in a multi-crew operation.
PASSENGER CLOTHING POLICY
The PCO and HLO must be identified using a distinguishing vest
(or equivalent) if they are not a crew member of the aircraft. A clear passenger clothing policy must be agreed with the
Company Aviation Specialist. Passengers must wear clothing
ROTORS RUNNING LOAD/UNLOAD and footwear appropriate to the environment being flown over
When loading or unloading passengers from helicopters with (regardless of the flight duration) and compatible with survival
rotors running, a member of the flight crew must remain at and safety equipment the passenger is to be equipped with.
the controls and only perform cockpit duties related to the
Passengers must be prohibited from wearing any type
identification of external hazards and passenger movement
of headgear.
around the aircraft.
Accident Event 9.0: Fuel Exhaustion/Contamination
A helicopter has to conduct a forced landing or ditching after a loss of engine power
as a result of fuel exhaustion or contamination, or suffers a fire during hot refueling
Hot Refueling Procedures Offshore Alternates

Fuel Exhaustion/
Fuel Checks Fuel Reserves
Contamination
Flight Planning Fuel Storage, Testing and Inspection
9.1: Hot Refueling Procedures 9.3: Flight Planning

Ensuring hot refueling is completed safely. Ensuring accurate flight plans are prepared.
Hot refueling (with engines running) must only be conducted Offshore flights must be conducted on an Instrument Flight
when considered operationally necessary. Hot refueling with Rules (IFR) flight plan lodged with the relevant air traffic
gasoline and wide cut turbine fuel is prohibited. control service provider when possible. Visual Flight Rules
(VFR) flight plans are permitted but must be lodged with a
If conducted, aircraft operators must have a procedure for hot
responsible party (air traffic control service provider, aircraft
refueling which includes the following requirements:
operator or company site representative) and flown under a
• No passengers are to be on-board during refueling unless flight-following regime.
the Pilot-in-Command assesses that it is safe to do so.
Passengers must receive a safety brief prior to refueling. No 9.4: Offshore Alternates
side-well seats are to be occupied (e.g. Bell 212, 214, 412);
Ensuring the use of an offshore alternate is minimized
• Firefighting capability must be available and manned; and only when OEI performance and alternative decks
• The aircraft operator’s Operations Manual must detail are guaranteed.
all aspects of hot refueling, including personnel training, The use of offshore alternatives must be minimized and the
sequence of aircraft grounding and duties of personnel offshore destination must have been approved for OEI landings
required. A minimum of three personnel for helicopter by a Competent Aviation Specialist and the following criteria
operations – one for refueling, one for pump shut-off and are met:
one for fireguard;
• An offshore destination alternate helideck must only be used
• Radios must not be used during refueling unless in after the point of no return (PNR) when an onshore alternate
emergency circumstances; is not available. Prior to the PNR, an onshore alternate
• Prior to removing the fuel cap and inserting the fuel nozzle aerodrome must be used;
into the aircraft fuel tank, or connecting a pressure hose, • One engine inoperative (OEI) landing capability must be
bonding wires running from the fuel station and from the attainable at the offshore destination alternate helideck;
fuel hose to the aircraft must be connected;
• To the extent possible, helideck availability must be
• When refueling is completed, the flight crew member must guaranteed prior to PNR and the dimensions and obstacle
verify that all equipment is removed, the fuel cap has been clearance must be suitable for its use as an alternate
securely replaced and the aircraft is properly configured for helideck for the helicopter type;
flight; and
• Weather minima must be established, taking into account
• Correct fuel loads must be confirmed by the Pilot-in- the accuracy and reliability of meteorological information;
Command prior to departure. and
• The aircraft operator must have specific procedures for the

9.2: Fuel Checks
use of offshore alternates.
Ensuring the expected fuel quantity is aboard.
This control requires helicopters to be flown to a destination
The aircraft operator must have procedures in place that or alternate destination suitable for the conduct of One Engine
require the Pilot-in-Command to ensure the required amount Inoperative (OEI) landings. In normal operations this requires
of fuel is on-board the aircraft prior to each flight. onshore alternates to be carried at all times.
9.5: Fuel Reserves FUEL FILTRATION
Ensuring aircraft depart with sufficient fuel reserves to Fuel delivery systems, including portable/mobile systems,
avoid fuel exhaustion. must be fitted with water blocking filtration of the ‘Go/No-Go’
types. Filter canisters must be marked with the next date of
The aircraft operator procedures must require a fuel load that
change or inspection cycle. All filters must be replaced at least
covers start-up, taxi, trip fuel, contingency fuel, alternate fuel
annually or at specified pressure differentials as annotated on
and final reserve fuel.
the filter housing or as recommended by the manufacturer.
9.6: Fuel Storage, Testing and Inspection FUEL SAMPLING

Ensuring the quality of the fuel dispensed to aircraft A fuel sample, taken from each aircraft fuel tank sump prior
is acceptable. to the first flight of the day, must be retained by the aircraft
operator until the completion of the day’s flying.
FUEL STORAGE
A fuel sample, taken from the fuel storage facility sump, which
Additional storage requirements:
must be the lowest point in the system, must be retained until
• Fuel Certificates of Release must be inspected prior to the completion of the day’s flying.
resupply commencing and be retained;
An additional sample must be taken after fuel storage facility
• Storage tanks must have floating suction or minimum
resupply, having allowed the fuel to settle one hour per one
standpipe;
foot of fuel depth (or three hours per meter). Fuel must not be
• Bulk deliveries must be filtered into storage tanks; dispensed until after the sample has been inspected and the
sample retained until the completion of the day’s flying.
• Fuel systems must be identified by a placard during the
settling period indicating the time when settling will be A fuel sample, taken from each delivery nozzle each day prior
completed; to first use, must be retained until the completion of the
day’s flying.
• Steel tanks must be lined with an approved epoxy liner
unless the tanks are constructed of stainless steel; and All fuel samples must be tested using water detector capsules,
or an equivalent that is able to test for water in suspension,
• New-build fuel systems must have stainless steel and
and visually inspected for contaminants prior to storage in a
connection welded plumbing.
clear glass jar with screw-top-lid, appropriately labeled.
FUEL TESTING
Fuel dispensed to an aircraft must be tested with water

detector capsules or an equivalent that is able to test for
water in suspension, and visually inspected for contaminants.
Where fueling is conducted onshore by a recognized supplier
with an effective quality system, an equivalent level of risk
management may be demonstrated if appropriate procedures
are in place and subject to third‑party audit.
Pilots must take (or witness the taking of) a fuel sample from
the delivery side of the fuel system and as close as possible to
the delivery nozzle of all offshore refueling installations prior
to each refueling operation.
The Pilot-in-Command must verify that the quality of the fuel

being uplifted is acceptable for operation of the aircraft.
REFUELING SYSTEM INSPECTION Quality:
An annual inspection of fuel storage facilities and delivery • Fuel must be consumed within its Aviation Release
systems must be conducted by the company designated Note certification date. Where authorized testing of
Competent Aviation Specialist or aircraft operator. The out-of-date fuel is permitted by the fuel provider and the
inspection must include a review of the condition of the original certification period is extended, drummed fuel may
facility, scheduled maintenance, microbe growth detection be used up until that date but not exceeding two years.
and refueling procedures (covering daily testing, sampling and The revised certification documentation must be retained for
sample retention practices). the duration the drummed fuel is held in stock.
Where fueling is conducted by a recognized supplier, with • The access bungs must be tight and the seals unbroken prior
an effective quality system, using internationally accepted to use;
practices, an equivalent level of risk management may be • The fuel must be sampled and include a positive test for the
considered as being in place if all applicable procedures are presence of water using water detecting capsules or paste;
being complied with. • The refuel pump must be equipped with a Go/No-Go
filter; and
DRUMMED FUEL
• Before fueling the aircraft, a small amount of fuel must be
Aircraft operators who make use of drummed fuel in the course pumped into a container to remove any contaminants from
of their operations must have a procedure in place addressing the hose and nozzle.
the management and use of drummed fuel stock. The following
performance requirements must be addressed: Usage:
To provide optimum opportunity for any contaminants to

Storage:
settle, drums must be brought to the vertical three hours prior
• Drums must be stored: to testing. Where this is not practical (e.g. SAR, Emergency
– horizontally with access bungs at the 3 and 9 o’clock Response, etc.) all performance requirements of this control
positions; or must be followed.
– vertically with drum top cover in place to prevent the
accumulation of water on the drum lid; and
• Minimal contact with the ground (using wooden slats or
equivalent) and under cover.
Accident Survival 20.0
Mitigating defences in the event of an aircraft accident
20.1: Impact Survival 20.3: Underwater Escape

Ensuring occupants survive a crash impact. Ensuring the occupants can escape in the event of a
capsize or submersion.
AIRCRAFT CERTIFICATION STANDARDS
HELICOPTER UNDERWATER ESCAPE TRAINING (HUET)
Aircraft designed to the latest certification standards have
increased crashworthiness, survivability characteristics and All flight crew and passengers must complete a HUET course
other design safety features when compared to those aircraft to a recognized standard (e.g. OPITO) that includes the use of
certified to older standards (e.g. crashworthy seating, crash a Modular Egress Training Simulator (METS) at least every four
resistant fuel systems, ditching performance, etc). years, unless local regulation requires greater frequency or an
established internal variance process has been approved by a
UPPER TORSO RESTRAINT Competent Aviation Specialist.
All helicopter crew and passenger seats must be fitted with
SEATING LAYOUT
upper torso restraints that must be worn at all times. The use
of seat belt extensions that interfere with the full effectiveness Seating must be laid out so that every occupant has access
of the upper torso restraint is prohibited. to an emergency egress route through easily accessible
emergency exit or suitable opening (such as a push out
HELMETS window) on each side of the helicopter, that is within direct
SAR, MPT and Transport Hoist Crew and MPT and Transport sight from their seated position and has suitable hand-hold
Hoist passengers are to wear helmets. options en route. There must be no more than one other
occupant between them and an emergency exit or suitable
PUBLIC ADDRESS (PA) SYSTEM opening.
The helicopter must be fitted with a PA system of sufficient EMERGENCY EXIT LIGHTING SYSTEM
clarity and volume so that passengers can understand
instructions from the crew at all times during flight (even when Emergency exit lighting system must be fitted to mark all
wearing any hearing protection). emergency exits and push-out windows in the event of
emergency evacuation.
20.2: Flotation UNDERWATER EMERGENCY MARKING REQUIREMENT

Ensuring the aircraft floats after a ditching or survivable All the emergency controls that need to be operated
water impact. underwater must be clearly marked.
Offshore helicopters must be fitted with an emergency
PUSH-OUT WINDOWS AND OTHER SUITABLE OPENINGS
flotation system designed to cope with the sea conditions that
are reasonably likely in the actual area of operations so as to Emergency push-out windows must be installed in all locations
reduce the risk of capsize before evacuation into liferafts. that are suitable for emergency underwater egress.
Automatic float deployment systems must be fitted on all There must be a suitable means of opening that is resistant
multi-engine helicopters. to inadvertent operation and which is suitably marked by
placards and contrasting color(s).
The aircraft operator must have procedures to arm automatic
float deployment systems when making offshore or other over
EMERGENCY BREATHING SYSTEMS (EBS)
water takeoffs and landings. If permitted in the Flight Manual,
the automatic float deployment system must be permanently EBS compliant with an appropriate standard must be worn by
armed over water. passengers for operations over a hostile offshore environment.
Passengers must have received training in EBS use and EBS
deployment must be covered in preflight safety briefings.
20.4: Sea Survival 20.5: Land/General Survival
Ensuring the occupants can survive either in a raft Ensuring the occupants can survive on land or deal with
or in the water. small fires and medical emergencies.
LIFE JACKETS RESCUE FIREFIGHTING
Constant wear, passenger life jackets compliant with an All heliports or airfields must have a means of providing a fire
appropriate TSO, with design features to prevent the life jacket and rescue capability commensurate with the potential risk.
riding up when in the water, must be worn at all times in Qualified personnel must receive training on the equipment
offshore operations. provided, which must be appropriately maintained.
SURVIVAL SUITS FIRST-AID KIT FIRE EXTINGUISHER AND FIRE

Survival suits, compliant with an appropriate standard, must CONTAINMENT BAG
be provided to crews and passengers for helicopter offshore At least one first-aid kit and one fire extinguisher must be
operations in hostile environments and when required by a risk
appropriately installed and accessible in-flight. If any PEDs
assessment. The passenger suit, supplemented by the clothing
or an Electronic Flight Bag (EFB) are to be carried in the
determined by the passenger clothing policy (Control 8.5),
cockpit or cabin, a Fire Containment Bag, of sufficient size
must provide thermal insulation consistent with the expected
to accommodate the largest item to be carried, must be
SAR recovery time. Passenger suits must be worn fully zipped,
although hoods and gloves need not be worn. The suit must be accessible in-flight.
compatible with the life jacket used.
SURVIVAL KIT
LIFERAFTS Survival kits appropriate for the geographical location and

climatic conditions (offshore, jungle, arctic, desert, etc.) and
Helicopters with a seating capacity of more than nine
the number of occupants of the aircraft must be carried for
passengers must be equipped with at least two approved
external liferafts. Helicopters with a seating capacity of those operations where search and rescue response times
nine passengers or less must be equipped with at least one would require use of the equipment.
approved external liferafts.
Where a helicopter is fitted with two liferafts, each must 20.6: Alerting
have an overload capacity that is equal or greater to the total Ensuring timely alerting and location identification
occupants of the helicopter. Where helicopter is fitted with one
to aid SAR services.
liferaft it must have a normal capacity equal or greater to the
total occupants of the helicopter. FLIGHT TRACKING AND LONG RANGE COMMUNICATIONS
For operations in a hostile environment the liferafts must All aircraft must be fitted with a reliable flight tracking system
comply with the requirements of ETSO-2C505 or an equivalent when operated outside an effective Air Traffic Control (ATC)
standard for hostile environment liferafts.
surveillance service. The position reporting frequency must be
All liferafts must be reversible or self-righting, double appropriate for the operation and at least every two minutes.
chambered and capable of being tethered to the aircraft and
The system must be monitored by designated flight following
be readily accessible in the event of ditching.
personnel who are able to promptly initiate the ERP. Flight
External liferafts must have a means of activation available in followers must regularly practice ERP activation. There must be
the cockpit and externally (in the event of capsize). To prevent a reliable means of direct communication available between
in-flight deployment there must not be passenger access to the the aircraft and flight follower throughout the flight.
means of activation in-flight.
In the event the flight tracking system goes unserviceable after
There must be a retaining line to hold the inflated liferaft near departing the main operating base procedures must be in place
the helicopter to facilitate boarding and a longer retaining line
to communicate by radio and record the aircraft’s heading,
that will ensure the liferaft can remain attached, safely clear of
speed, position at least every 15 minutes.
the helicopter. The airframe in the vicinity of the liferaft when
deploying and when deployed must be free of projections that
could damage the liferaft.
Accident Survival 20.0 (cont.)
EMERGENCY LOCATOR TRANSMITTERS regional/corporate level and demonstrate that any necessary
An Emergency Locator Transmitter (ELT) meeting the improvements are made.
requirements of Technical Standard Order (TSO) 126 or Emergency drills (at a minimum desktop) with aviation
equivalent operating on both 406MHz and 121.5MHz must be related objectives must be conducted within 30 days of a
fitted to all contracted aircraft. contract’s initiation, and then at least annually for ongoing
This must be an Automatically Deployable ELT (ADELT) on operations that:
helicopters on long-term contracts intended to be operated • Test the integrity of the ERP by conducting exercises on
offshore in instrument meteorological or night conditions, or worst-case scenarios involving last-light, weather and
offshore in a hostile environment. aircraft disposition; and
All ELTs must be registered with the appropriate national • Test and validate bridging communications between the
agency and the responsible parties registered as ELT contacts company, the aircraft operator and all SAR resources.
are to be detailed in the aircraft operator’s Emergency Note that the success of the emergency response in the
Response Plan. event of a ditching or water impact is partly dependent
on the application of Controls 4.3, 6.3 and the available
FLIGHT CREW PLB SAR capability.
Flight crew operating helicopters in hostile environments
must each have access to a GNSS-capable 406MHz/121.5MHz DEDICATED SAR SUPPORT
Personal Locator Beacon (PLB)/Survival ELT and carry any other For all operations in a hostile environment, the company
necessary survival equipment on their person. When operating must conduct a risk assessment to determine if contracting
in areas with high security threats or where long periods for a dedicated SAR capability is necessary to supplement
before a rescue is likely, the provision of voice capable crew locally available SAR assets. If necessary, such a service must
beacons must be risk assessed as part of Control 6.3. be contracted.
PASSENGER PLBs
20.8: Post-Accident
For operations in any environment where the SAR response
time is considered excessive through risk assessment (and Ensuring other actions to mitigate the accident
therefore wider dispersion of survivors is possible), a 121.5MHz or prevent reoccurrence are in place.
PLB, compliant with an appropriate standard, must be carried
COCKPIT VOICE RECORDER (CVR)/FLIGHT DATA
(normally attached to the life jacket or survival suit).
RECORDER (FDR)
Multi-engine helicopters must be fitted with a crash-protected

20.7: SAR/Emergency Response Cockpit Voice Recorder and Flight Data Recorder that meet
nsuring adequate SAR or helideck/heliport emergency
E a recognized recorder and crash protection standard with an
services are available in a timely and adequately attached Underwater Locator Beacon (ULB).
resourced manner. All single-engine helicopters on long-term contract must have
some form of either:
EMERGENCY RESPONSE PLANS (1) Cockpit voice and or image recording capability designed
All aviation operations (including company owned or operated to be crash-resistant or;
heliports) must have an Emergency Response Plan (ERP) (2) Flight data recording capability designed to be crash-
commensurate with the activity undertaken that covers: resistant, adequate for flight path reconstruction.
documented land-before-last-light limitations, exposure
considerations, local Search and Rescue (SAR) capabilities, and INSURANCE
hazards associated with the surrounding environment.
The contracting company must determine the level of
ERPs must detail lines of communications between the insurance they require in accordance with company risk
company and aircraft operator.
management standards prior to contract commencement.
Offshore installations and vessels must make provision for The aircraft operator shall ensure insurance is in place. Such
aviation emergencies on and around their facilities when insurance must not be cancelled or changed materially during
developing Emergency Response Plans. the course of the contract without at least 30 days written
notice to the company. The company must be named as an
The aircraft operator must conduct a relevant exercise that
additional insured under the policy.
activates its ERP at least annually either locally or at a
Courtesy: Aerossurance
Appendices
Appendix 1:
Personnel Qualifications, Experience and Recency
Pilot-in-Command
Recency FAR-29/CS-29 FAR-27/CS-27 Multi-engine FAR-27/CS-27 Single-engine
Licence ATPL(H) CPL(H) CPL(H)
Instrument Rating (1)
Command, multi-engine Command, multi-engine Not required
Experience(2)
If no CBT program is in place or agreed by the company, the following prescriptive requirements are to be met:
Total Hours 2500 2000 1500
Total Command 1000 1000 1000

Total Command Night Offshore 25 25 25
Total Command Multi-engine 750 500 N/A
Total Command on Type 100 100 100
Experience in Topographical Area One year experience in area similar to specified in contract
Co-pilot
Qualifications FAR-29/CS-29 FAR-27/CS-27 Multi-engine FAR-27/CS-27 Single-engine
Licence CPL(H) CP(H)L CPL(H)
Instrument Rating (1)
Command Co-pilot
If no CBT program is in place or agreed by the company, the following prescriptive requirements are to be met:
Experience(2)
Total Hours 500 250 250
Total Multi-engine 100 50
Total on Type 50 10 10
Both Pilot-in-Command and Co-pilot

Recency
Total Hours previous 90 days(3) 50 hours, 10 on the aircraft type
Flying within the last 45 days If no flight or simulator session has been conducted in the previous 45 days, for reorientation
purposes the first flight should be conducted with a current PIC
Night helideck recency – previous 90 days Three night helideck takeoffs and landings(4) (5)
CRM/ADM initial and refresher Annual (in a rolling 12 month period)
Dangerous Goods Awareness Every two years
Maintenance Personnel
Qualifications Chief Engineer Certifying Engineer
Total time on Helicopters (whichever applicable) Five years Two years
Licence with appropriate Engine/Airframe/ Yes Yes
Avionics Rating
Type Rating on the contract type(6) Yes Yes
(1) All instrument approach aid recency required to support the activity must be maintained within regulatory requirements. Instrument Ratings are NOT required for operations designated as VFR only.
(2) Competency-Based Training (CBT) reviewed and endorsed by a Competent Aviation Specialist may be used in lieu of these requirements.
(3) If not met, a check flight with a qualified check pilot is required. Hours in a Level C or Level D FFS (or type-specific Type III, IV or V devices as described in ICAO Doc 9625 Vol III) may be included
in the 50 hour total.
(4) In extreme latitudes, where night time is limited during summer months, a ‘summer alleviation’ to night recency can be implemented if agreed by the company prior to contract award (or by
variation to the contract), provided a suitable process is documented to re-gain recency as the length of night time increases at the end of the defined summer alleviation period.
(5) Use of a simulator of the same type and series being flown may be used if agreed by a Competent Aviation Specialist provided the device has the capability of simulating the approach and
landing to an offshore helideck. Use of the simulator cannot be concurrent for 90 day recency requirements, and must alternate with actual offshore recency activity such that no more than two
recency requirements of the four per annum are possible using simulator. The specific device must be approved for that use by the responsible regulatory authority.
(6) In countries where the addition of a Type Rating to a Licence is not possible, then it must be demonstrated that the individual has received formal classroom and practical training equivalent to a
Type Course.
Appendix 2:
Basic Aircraft Equipment and Configuration
In addition to the considerations of Enabler 1.7, helicopters must be fitted with equipment that meets:
1. All certification requirements of FAR-29/CS-29 or FAR-27/CS-27 applicable to the helicopter type for use in offshore operations;
2. All applicable equipment requirements of the main body of this Standard; and
3. All applicable equipment requirements of Appendix 6, for Medevac/SAR and Appendix 7 for MPT/Transport Hoist operations.
For convenience the following table cross-references the aircraft equipment and configurations requirements elsewhere in this Standard.
✓ = Required – Unless Short term/Non-hostile/Day/VMC operations are marked N/R. See Remarks also.
✕ = Restricted from operation
N/R = Not required
N/A = Not applicable
Goal Requirement Title Short Long Non- Hostile Day/VMC Night/ Remarks Mission
(consult full text) term term hostile IMC
1.2 FDM Download N/R ✓ ✓ ✓ ✓ ✓ N/A All
2.1 VHM ✓ ✓ ✓ ✓ ✓ ✓ Multi-engine All
2.1 Engine Usage and Trend ✓ ✓ ✓ ✓ ✓ ✓ PC3/PC2 with All

Monitoring exposure
2.2 PC1 or PC2 ✓ ✓ ✓ ✓ ✓ ✓ N/A All
2.2 PC3 ✓ ✓ ✓ ✓ ✓ ✕ N/A All
2.2 Engine/Powerplant N/R ✓ ✓ ✓ ✓ ✓ PC3/PC2 with All

Modification Standard exposure
3.2 Autopilot or AFCS ✓ ✓ ✓ ✓ ✓ ✓ 4-Axis for All

multi-engine
4.1 & 9.3 Radar ✓ ✓ ✓ ✓ N/R ✓ N/A All
4.2 TAWS ✓ ✓ ✓ ✓ N/R ✓ Also over All

mountains
4.2 External Vision and N/R ✓ ✓ ✓ ✓ ✓ N/A All

Obstacle Detection Aids
4.4 AVAD ✓ ✓ ✓ ✓ N/R ✓ N/A All
6.4 Icing Certification ✓ ✓ ✓ ✓ N/R ✓ Icing conditions All
7.4 ACAS II N/R ✓ ✓ ✓ ✓ ✓ HTRE All
7.4 ACAS N/R ✓ ✓ ✓ ✓ ✕ HTRE All
7.5 HISL N/R ✓ ✓ ✓ ✓ ✓ HTRE All
8.2 Passenger Briefing Cards ✓ ✓ ✓ ✓ ✓ ✓ N/A All
8.2 Multi-language Placards ✓ ✓ ✓ ✓ ✓ ✓ N/A All
20.1 Upper Torso Restraint ✓ ✓ ✓ ✓ ✓ ✓ N/A All
20.1 Helmets ✓ ✓ ✓ ✓ ✓ ✓ N/A SAR

MPT
TH
20.1 PA System ✓ ✓ ✓ ✓ ✓ ✓ N/A All
20.2 Aircraft Flotation Systems ✓ ✓ ✓ ✓ ✓ ✓ N/A All
20.2 Automatic Float ✓ ✓ ✓ ✓ ✓ ✓ Multi-engine All

Deployment
20.3 Seating Layout ✓ ✓ ✓ ✓ ✓ ✓ N/A All
20.3 Emergency Exit Lighting ✓ ✓ ✓ ✓ ✓ ✓ N/A All

System
20.3 Push-out Windows ✓ ✓ ✓ ✓ ✓ N/A All
Appendix 2:
Basic Aircraft Equipment and Configuration (cont.)
Goal Requirement Title Short Long term Non- Hostile Day/VMC Night/ Remarks Mission
(consult full text) term hostile IMC
20.3 & 30.1 EBS ✓ ✓ N/R ✓ N/R ✓ N/A All
20.4 Life Jackets ✓ ✓ ✓ ✓ ✓ ✓ N/A All
20.4 Survival Suits ✓ ✓ N/R ✓ ✓ ✓ N/A All
20.4 Non-hostile Environment ✓ ✓ ✓ ✕ ✓ ✓ N/A All

Liferafts
20.4 Hostile Environment Liferafts ✓ ✓ ✓ ✓ ✓ ✓ N/A All
20.5 First-Aid Kit, Fire Extinguisher ✓ ✓ ✓ ✓ ✓ ✓ Fire All

and Fire Containment Bag Containment
Bag only if
EFBs/PEDS
in cockpit or
cabin
20.5 Survival Kit ✓ ✓ ✓ ✓ ✓ ✓ N/A All
20.6 Flight Tracking and Long Range ✓ ✓ ✓ ✓ N/R ✓ N/A All

Communications
20.6 Flight Tracking and Long Range ✓ ✓ ✓ ✓ ✓ ✓ N/A SAR

Communications
20.6 Aircraft ELT ✓ ✓ ✓ ✓ ✓ ✓ N/A All
20.6 Aircraft ADELT N/R ✓ ✓ ✓ N/R ✓ N/A All
20.6 Flight Crew PLB ✓ ✓ ✓ ✓ ✓ ✓ N/A All
20.6 Passenger PLBs ✓ ✓ ✓ (1)

✓ ✓ ✓ N/A All
20.8 Crash protected CVR/ FDR/ULB ✓ ✓ ✓ ✓ ✓ ✓ Multi-engine All
20.8 Crash resistant recording N/R ✓ ✓ ✓ ✓ ✓ Single-engine All
12.1 Auto hover/FLIR/NVIS/Lights ✓ ✓ ✓ ✓ N/R ✓ N/A SAR
12.2 Single Hoists ✓ ✓ ✓ ✓ ✓ ✕ N/A SAR
12.2 Dual Hoists ✓ ✓ ✓ ✓ N/R ✓ N/A SAR
12.3-12.5 Ancillary Hoist Requirements ✓ ✓ ✓ ✓ ✓ ✓ N/A SAR

TH
13.1-13.8 Role Equipment ✓ ✓ ✓ ✓ ✓ ✓ N/A SAR

Med
13.9 Bubble Windows ✓ ✓ ✓ ✓ ✓ ✓ N/A SAR(2)
14.1 Beacon Location/Marine Band ✓ ✓ ✓ ✓ ✓ ✓ N/A SAR

Radio/AIS
14.2 Crew Comms ✓ ✓ ✓ ✓ ✓ ✓ N/A SAR

Med
16.2 Auto hover/Lights ✓ ✓ ✓ ✓ N/R ✓ N/A MPT

TH
18.2 Hoists ✓ ✓ ✓ ✓ ✓ ✕ N/A MPT(3)

TH
18.3-18.5 Ancillary Hoist Requirements ✓ ✓ ✓ ✓ ✓ ✓ N/A MPT(3)

TH
18.6 Marine Band Radio/AIS ✓ ✓ ✓ ✓ ✓ ✓ N/A MPT

TH
(1) If determined during risk assessment based on available SAR response capability.
(2) Dedicated SAR aircraft.
(3) Except when MPT is land on transfer only.
Appendix 3:
FSF BARSOHO/IOGP 690 Comparison
The bow tie used in BARSOHO Version 1 was presented at the inaugural HeliOffshore Conference (May 2015) and formed the basis for the
creation of the HeliOffshore Safety Performance Model (SPM).
BARSOHO Version 3, issued in December 2016, was fully aligned with the SPM, with all controls structure around the elements of the SPM.
Version 5 retains alignment with the latest evolution of the SPM.
In October 2020, IOGP issued Report 690 as a recommended practice focused on oil and gas offshore commercial transport operations. Report
690 is neither structured around the SPM nor addresses all SPM elements as BARSOHO does, however in the interest of industry alignment
purposes this Appendix maps Report 690 sections to the SPM aligned BARSOHO controls. Where Report 690 does not include aspects to offshore
operations, such as SAR, medevac or hoisting, the BARSOHO appendices have not been referenced.
A more detailed comparison can be made available to Aircraft Operators, BARS Member Organizations and organizations considering contracting
to BARSOHO through contact with the BARS Program Office via [email protected] or https://flightsafety.org/bars/bars-program/
IOGP 690 Section BARSOHO/SPM Control

690-1/1 Safety Management System – General 1.2: Effective Safety Management System
690-1/2 Management Commitment and Leadership 1.1: Safety Leadership/Culture
690-1/3 Safety Accountabilities and Responsibilities 1.2: Effective Safety Management System
690-1/4 Key Safety Personnel 1.4: Competency
690-1/5 Emergency Response Planning 20.7: SAR/Emergency Response
690-1/6 SMS Documentation 1.2: Effective Safety Management System
690-1/7 Safety Risk Assessment and Hazard Identification 1.2: Effective Safety Management System
690-1/8 Incident Reporting, Investigation and Learning 1.2: Effective Safety Management System
690-1/9 Safety Performance Monitoring 1.2: Effective Safety Management System
1.3: Safety Intelligence
690-1/10 Management of Change 1.2: Effective Safety Management System
690-1/11 Continuous Improvement – Assurance 1.2: Effective Safety Management System
690-1/12 Training and Education 1.4: Competency
690-1/13 Safety Communication 1.2: Effective Safety Management System
690-1/14 Line Operations Safety Audit 1.2: Effective Safety Management System
690-1/15 Environmental Management 1.2: Effective Safety Management System
690-2/1 Air Operator Certificate 1.8: Standards and Oversight
690-2/2 Management of [sic] Personnel 1.8: Standards and Oversight
690-2/3 Insurance 20.8: Post-Accident
690-2/4 Drug and Alcohol Policy 1.6: Personnel Readiness
690-2/5 Automation 3.2: Effective Use of Automation
690-2/6 Terrain Awareness Warning Systems (TAWS) 4.2: Detect/Avoid Obstacles
690-2/7 Airborne Collision Avoidance Systems 7.4: Airborne Collision Avoidance System (ACAS)
690-2/8 Helicopter Flight Data Monitoring 1.2: Effective Safety Management System
690-2/9 Helicopter Performance Class 2.2: Enhanced Reliability
690-2/10 Crew – Personal Protective Equipment 20.4: Sea Survival
20.6: Alerting
690-2/11 Flight Crew – Experience and Qualification 1.4: Competency
690-2/12 Flight Crew Experience – Pilot In Command Under Supervision (PICUS) 1.4: Competency
Flight Time
690-2/13 Medical Certification 1.6: Personnel Readiness
690-2/14 Use of Subcontracted Pilots 1.4: Competency
690-2/15 Pilots Flying More Than One Aircraft Type 1.4: Competency
690-2/16 Composition of Flight Crew 1.5: Multi-crew Operations
690-2/17 Flight Crew Fatigue Management – Flight Time Limits 1.6: Personnel Readiness
690-2/18 Flight Crew Fatigue Management – Flight Duty Times and Rest Periods 1.6: Personnel Readiness
690-2/19 Flight Crew Fatigue Management – Rest for Rotating Crews 1.6: Personnel Readiness
690-2/20 Flight Crew Fatigue Management – Night Standby Duty 1.6: Personnel Readiness
Appendix 3:
FSF BARSOHO/IOGP 690 Comparison (cont.)

690-2/21 Aviation Weather – IFR/VFR 6.1: Effective Flight Planning
690-2/22 Aviation Weather – Adverse Weather Policy 6.3: Adverse Weather Policy/Use
690-2/23 Helidecks – Helideck Landing Limits 5.1: Vessel Pitch, Roll and Heave (PRH) Limits
690-2/24 Helidecks – Measurement of Helideck Motion 5.1: Vessel Pitch, Roll and Heave (PRH) Limits
690-2/25 Helidecks – Significant Change in Helideck Conditions 5.1: Vessel Pitch, Roll and Heave (PRH) Limits
6.1: Effective Flight Planning
690-2/26 Flight Planning
9.3: Flight Planning
9.3: Flight Planning
690-2/27 Fuel Planning
9.5: Fuel Reserves
690-2/28 Offshore Alternates – Planning 9.4: Offshore Alternates
690-2/29 Offshore Alternates – Execution 9.4: Offshore Alternates
690-2/30 Flight Procedures – General 1.5: Multi-crew Operations
690-2/31 Flight Procedures – Sterile Cockpit 1.5: Multi-crew Operations
690-2/32 Flight Procedures – Stabilized Approaches 3.1: Flightpath Management
690-2/33 Flight Procedures – Assessment of Wrong Deck Landing Risk 3.3: Enhanced Situational Awareness
690-2/34 Pre-Flight and Post-Flight Procedures 2.3: Airworthiness Management
690-2/35 Flight Following 20.6: Alerting
690-2/36 Perforation Operations 5.2: Heliport and Helideck Management
690-2/37 Birdstrike Avoidance 7.3: Birdstrike Prevention
690-2/38 Cabin Area Cargo 8.1: Weight, Balance and Loading
690-2/39 Flight Crew Training – Records and Programmes 1.4: Competency
690-2/40 Flight Crew Training – Reorientation Flight After Absence 1.4: Competency
690-2/41 Flight Crew Training – Recurrent Training and Maintenance Check Flights 1.4: Competency
690-2/42 Flight Crew Training – 90 Day Recency 1.4: Competency
690-2/43 Use of Flight Simulation Training Devices – General 1.4: Competency
690-2/44 Use of Flight Simulation Training Devices – Devices 1.4: Competency
690-2/45 Pilot Aircraft Conversion Syllabus and Minimum Hours 1.4: Competency
690-2/46 Other Training – Crew Resource Management 1.4: Competency
690-2/47 Other Training – Dangerous Goods Training 1.4: Competency
690-2/48 Role Specific Training – Helicopter Underwater Escape Training (HUET) 1.4: Competency
690-2/49 Role Specific Training – Emergency Breathing Systems (EBS) 1.4: Competency
690-2/50 Role Specific Training – Helideck 1.4: Competency
690-2/51 Role Specific Training – Control Guarding 3.3: Enhanced Situational Awareness
690-3/1 Passenger Check-In 8.5: Security and Check-In Control
690-3/2 Onshore Passenger Holding Areas 5.4: Heliport and Helideck Design
690-3/3 Alcohol and Drugs 8.5: Security and Check-In Control
690-3/4 Passenger and Baggage Weights 8.1: Weight, Balance and Loading
690-3/5 Passenger Handling 8.3: Flight Handling
8.5: Security and Check-In Control
690-3/6 Passenger – Personal Protective Equipment 20.4: Sea Survival
20.6: Alerting
690-3/7 Passenger Briefing 8.2: Passenger Briefing
690-3/8 Cargo – Weighing and Documentation 8.1: Weight, Balance and Loading
690-3/9 Cargo – Dangerous Goods 8.4: Dangerous Goods
690-3/10 Manifests 8.3: Flight Handling
690-3/11 Passenger Training – Helicopter Underwater Escape Training 20.3: Underwater Escape
690-3/12 Passenger Training – Compressed Air Emergency Breathing System 20.3: Underwater Escape
690-3/13 Helideck – Management General 5.2: Heliport and Helideck Management
690-3/14 Helideck – Reporting 6.2: Regular Reports/Forecasts
690-3/15 Crane Operations 5.2: Heliport and Helideck Management
690-3/16 Helideck – Staff Training 5.2: Heliport and Helideck Management
690-3/17 Helideck – Passenger Control 8.3: Flight Handling
690-3/18 Rotors Running Refueling 9.1: Hot Refueling Procedures
690-4/1 Basic Principles 2.3: Airworthiness Management
690-4/2 Continuing Airworthiness – Management 2.3: Airworthiness Management
690-4/3 Continuing Airworthiness – Approved Maintenance Programme 2.3: Airworthiness Management
690-4/4 Continuing Airworthiness – Maintenance Data 2.3: Airworthiness Management
690-4/5 Continuing Airworthiness – Minimum Equipment List 2.3: Airworthiness Management
690-4/6 Continuing Airworthiness – Aircraft Maintenance Records 2.3: Airworthiness Management
2.3: Airworthiness Management
690-4/7 Continuing Airworthiness – Reliability Programme
2.5: Error Tolerant Designs
690-4/8 Continuing Airworthiness – Workplace 2.3: Airworthiness Management
690-4/9 Maintenance Management – Aircraft Maintenance Organization Procedures 2.4: Effective Maintenance
690-4/10 Maintenance Management – Maintenance Planning 2.4: Effective Maintenance
690-4/11 Maintenance Management – Maintenance Records 2.4: Effective Maintenance
690-4/12 Maintenance Management – Foreign Object Damage Checks 2.4: Effective Maintenance
690-4/13 Maintenance Management – Independent Inspections 2.4: Effective Maintenance
690-4/14 Maintenance Management – Release to Service 2.4: Effective Maintenance
690-4/15 Maintenance Observation Programme 1.2: Effective Safety Management System
690-4/16 Quality (Compliance Monitoring) System 1.2: Effective Safety Management System
690-4/17 Occurrence Reporting System 1.2: Effective Safety Management System
690-4/18 Maintenance Check Flights 2.3: Airworthiness Management
690-4/19 Maintenance Facilities – General 2.4: Effective Maintenance
690-4/20 Maintenance Facilities – Working Conditions 2.4: Effective Maintenance
690-4/21 Aircraft Components/Material Management – Equipment and Tools 2.4: Effective Maintenance
690-4/22 Aircraft Components/Material Management – Bonded, Quarantine and 2.6: Supply Chain
Inflammables Storage Areas
690-4/23 Aircraft Components/Material Management – Responsibilities of Stores 2.6: Supply Chain
Personnel
690-4/24 Maintenance – Aircraft Fuel Tank Checks 2.3: Airworthiness Management
690-4/25 Maintenance Personnel General Requirements – Fatigue Prevention 1.6: Personnel Readiness
690-4/26 Maintenance Personnel – Qualifications and Experience 1.4: Competency
690-4/27 Maintenance Personnel – Training 1.4: Competency
690-4/28 Maintenance Personnel – Continuation/Recurrent Training 1.4: Competency
690-4/29 Maintenance Personnel – Competency Assessment 1.4: Competency
690-4/30 Maintenance Personnel – Supervision of Unlicenced and Recently Licensed 2.4: Effective Maintenance
690-4/31 HUMS – Equipment 2.1: Early Diagnosis of Potential Failures
690-4/32 HUMS – Download and Primary Analysis 2.1: Early Diagnosis of Potential Failures
690-4/33 HUMS – Download Periodicity – Normal Monitoring 2.1: Early Diagnosis of Potential Failures
690-4/34 HUMS – Unserviceability 2.1: Early Diagnosis of Potential Failures
690-4/35 HUMS – Support Processes – Training and Data Management 2.1: Early Diagnosis of Potential Failures
690-4/36 HUMS – In-Flight Data Transfer 2.1: Early Diagnosis of Potential Failures
690-5/1 Certification Standard 1.7: Modern/Proven Technology
690-5/2 Instrument Flight Rules (IFR) Flights 6.4: Aircraft Capability
690-5/3 Autopilot 3.2: Effective Use of Automation
690-5/4 Emergency Locator Transmitters (ELTs) 20.6: Alerting
690-5/5 Underwater Locator Beacon (ULB) 20.8: Post-Accident
Appendix 3:

690-5/6 Terrain Awareness Warning System/Helicopter Terrain Awareness 4.2: Detect/Avoid Obstacles
Warning System (TAWS/HTAWS)
690-5/7 Airborne Collision Avoidance Systems (ACAS) 7.4: Airborne Collision Avoidance System (ACAS)
690-5/8 Helicopter Flight Data Monitoring (HFDM) 1.2: Effective Safety Management System
690-5/9 Health and Usage Monitoring System (HUMS) 2.1: Early Diagnosis of Potential Failures
690-5/10 Liferafts 20.4: Sea Survival
690-5/11 Cabin Push-Out Windows (Ditching Emergency Exits) 20.3: Underwater Escape
690-5/12 Emergency Exit Lighting 20.3: Underwater Escape
690-5/13 Seating Layout 20.3: Underwater Escape
690-5/14 Tail Camera 4.2: Detect/Avoid Obstacles
690-5/15 Cockpit Camera 20.8: Post-Accident
690-5/16 Flotation Gear 20.2: Flotation
690-5/17 Flight Following 20.6: Alerting
690-5/18 Passenger Seats 20.1: Impact Survival
690-5/19 Survival Kits 20.5: Land/General Survival
690-5/20 High Intensity Strobe Lights (HISL) 7.5: High Intensity Strobe Lights (HISL)
690-5/21 Obstacle Detection Aids 4.2: Detect/Avoid Obstacles
BARSOHO/SPM Control IOGP 690 Section

1.1: Safety Leadership/Culture 690-1/2 Management Commitment and Leadership
690-1/1 Safety Management System – General
690-1/3 Safety Accountabilities and Responsibilities
690-1/6 SMS Documentation
690-1/7 Safety Risk Assessment and Hazard Identification
690-1/8 Incident Reporting, Investigation and Learning
690-1/9 Safety Performance Monitoring
690-1/10 Management of Change
690-1/11 Continuous Improvement – Assurance
1.2: Effective Safety Management System
690-1/13 Safety Communication
690-1/14 Line Operations Safety Audit
690-1/15 Environmental Management
690-2/8 Helicopter Flight Data Monitoring
690-4/15 Maintenance Observation Programme
690-4/16 Quality (Compliance Monitoring) System
690-4/17 Occurrence Reporting System
690-5/8 Helicopter Flight Data Monitoring (HFDM)
1.3: Safety Intelligence 690-1/9 Safety Performance Monitoring
90-1/4 Key Safety Personnel
690-1/12 Training and Education
690-2/11 Flight Crew – Experience and Qualification
690-2/12 Flight Crew Experience – Pilot In Command Under Supervision (PICUS) Flight Time
690-2/14 Use of Subcontracted Pilots
690-2/15 Pilots Flying More Than One Aircraft Type
1.4: Competency 690-2/39 Flight Crew Training – Records and Programmes
690-2/40 Flight Crew Training – Reorientation Flight After Absence
690-2/41 Flight Crew Training – Recurrent Training and Maintenance Check Flights
690-2/42 Flight Crew Training – 90 Day Recency
690-2/43 Use of Flight Simulation Training Devices – General
690-2/44 Use of Flight Simulation Training Devices – Devices
690-2/45 Pilot Aircraft Conversion Syllabus and Minimum Hours
6690-2/46 Other Training – Crew Resource Management
690-2/47 Other Training – Dangerous Goods Training
690-2/48 Role Specific Training – Helicopter Underwater Escape Training (HUET)
690-2/49 Role Specific Training – Emergency Breathing Systems (EBS)
1.4: Competency (cont.) 690-2/50 Role Specific Training – Helideck
690-4/26 Maintenance Personnel – Qualifications and Experience
690-4/27 Maintenance Personnel – Training
690-4/28 Maintenance Personnel – Continuation/Recurrent Training
690-4/29 Maintenance Personnel – Competency Assessment
690-2/16 Composition of Flight Crew
1.5: Multi-crew Operations 690-2/30 Flight Procedures – General
690-2/31 Flight Procedures – Sterile Cockpit
690-2/4 Drug and Alcohol Policy
690-2/13 Medical Certification
690-2/17 Flight Crew Fatigue Management – Flight Time Limits
1.6: Personnel Readiness 690-2/18 Flight Crew Fatigue Management – Flight Duty Times and Rest Periods
690-2/19 Flight Crew Fatigue Management – Rest for Rotating Crews
690-2/20 Flight Crew Fatigue Management – Night Standby Duty
690-4/25 Maintenance Personnel General Requirements – Fatigue Prevention
1.7: Modern/Proven Technology 690-5/1 Certification Standard
690-2/1 Air Operator Certificate
1.8: Standards and Oversight
690-2/2 Management of [sic] Personnel
690-4/31 HUMS – Equipment
690-4/32 HUMS – Download and Primary Analysis
690-4/33 HUMS – Download Periodicity – Normal Monitoring
2.1: Early Diagnosis of Potential Failures 690-4/34 HUMS – Unserviceability
690-4/35 HUMS – Support Processes – Training and Data Management
690-4/36 HUMS – In-Flight Data Transfer
690-5/9 Health and Usage Monitoring System (HUMS)
2.2: Enhanced Reliability 690-2/9 Helicopter Performance Class
690-2/34 Pre-Flight and Post-Flight Procedures
690-4/1 Basic Principles
690-4/2 Continuing Airworthiness – Management
690-4/3 Continuing Airworthiness – Approved Maintenance Programme
690-4/4 Continuing Airworthiness – Maintenance Data
2.3: Airworthiness Management 690-4/5 Continuing Airworthiness – Minimum Equipment List
690-4/6 Continuing Airworthiness – Aircraft Maintenance Records
690-4/7 Continuing Airworthiness – Reliability Programme
690-4/8 Continuing Airworthiness – Workplace
690-4/18 Maintenance Check Flights
690-4/24 Maintenance – Aircraft Fuel Tank Checks
690-4/9 Maintenance Management – Aircraft Maintenance Organization Procedures
690-4/10 Maintenance Management – Maintenance Planning
690-4/11 Maintenance Management – Maintenance Records
690-4/12 Maintenance Management – Foreign Object Damage Checks
690-4/13 Maintenance Management – Independent Inspections
2.4: Effective Maintenance 690-4/14 Maintenance Management – Release to Service
690-4/19 Maintenance Facilities – General
690-4/20 Maintenance Facilities – Working Conditions
690-4/21 Aircraft Components/Material Management – Equipment and Tools
690-4/30 Maintenance Personnel – Supervision of Unlicensed and Recently Licensed
2.5: Error Tolerant Designs 690-4/7 Continuing Airworthiness – Reliability Programme
690-4/22 Aircraft Components/Material Management – Bonded, Quarantine and Inflammables
2.6: Supply Chain Storage Areas
690-4/23 Aircraft Components/Material Management – Responsibilities of Stores Personnel
3.1: Flightpath Management 690-2/32 Flight Procedures – Stabilized Approaches
Appendix 3:

690-2/5 Automation
3.2: Effective Use of Automation
690-5/3 Autopilot
690-2/33 Flight Procedures – Assessment of Wrong Deck Landing Risk
3.3: Enhanced Situational Awareness
690-2/51 Role Specific Training – Control Guarding
4.1: Enhance Space/Reduce Obstacles None
690-2/6 Terrain Awareness Warning Systems (TAWS)
690-5/6 Terrain Awareness Warning System/Helicopter Terrain Awareness Warning System
4.2: Detect/Avoid Obstacles
(TAWS/HTAWS)
690-5/14 Tail Camera
4.3: Night/IFR Flight Management None
4.4: RADALT Procedures/Use None
690-2/23 Helidecks – Helideck Landing Limits
5.1: Vessel Pitch, Roll and Heave (PRH) Limits 690-2/24 Helidecks – Measurement of Helideck Motion
690-2/25 Helidecks – Significant Change in Helideck Conditions
690-2/36 Perforation Operations
690-3/13 Helideck – Management General
5.2: Heliport and Helideck Management
690-3/15 Crane Operations
690-3/16 Helideck – Staff Training
5.3: Multiple Helicopter Operations None
5.4: Heliport and Helideck Design 690-3/2 Onshore Passenger Holding Areas
690-2/21 Aviation Weather – IFR/VFR
6.1: Effective Flight Planning
690-2/26 Flight Planning
6.2: Regular Reports/Forecasts 690-3/14 Helideck – Reporting
6.3: Adverse Weather Policy/Use 690-2/22 Aviation Weather – Adverse Weather Policy
6.4: Aircraft Capability 690-5/2 Instrument Flight Rules (IFR) Flights
7.1: Altitude Management None
7.2: ATC Oversight None
7.3: Birdstrike Prevention 690-2/37 Birdstrike Avoidance
7.4: Airborne Collision Avoidance System 690-2/7 Airborne Collision Avoidance Systems
(ACAS) 690-5/7 Airborne Collision Avoidance Systems (ACAS)
7.5: High Intensity Strobe Lights (HISL) 690-5/20 High Intensity Strobe Lights (HISL)
690-2/38 Cabin Area Cargo
8.1: Weight, Balance and Loading 690-3/4 Passenger and Baggage Weights
690-3/8 Cargo – Weighing and Documentation
8.2: Passenger Briefing 690-3/7 Passenger Briefing
690-3/5 Passenger Handling
8.3: Flight Handling 690-3/10 Manifests
690-3/17 Helideck – Passenger Control
8.4: Dangerous Goods 690-3/9 Cargo – Dangerous Goods
690-3/1 Passenger Check-In
8.5: Security and Check-In Control 690-3/3 Alcohol and Drugs
690-3/6 Passenger – Personal Protective Equipment
9.1: Hot Refueling Procedures 690-3/18 Rotors Running Refueling
9.2: Fuel Checks None
9.3: Flight Planning 690-2/26 Flight Planning
690-2/28 Offshore Alternates – Planning
9.4: Offshore Alternates
690-2/29 Offshore Alternates – Execution
9.5: Fuel Reserves 690-2/27 Fuel Planning
9.6: Fuel Storage, Testing and Inspection None
20.1: Impact Survival 690-5/18 Passenger Seats
20.2: Flotation 690-5/16 Flotation Gear
690-3/11 Passenger Training – Helicopter Underwater Escape Training
690-3/12 Passenger Training – Compressed Air Emergency Breathing System
20.3: Underwater Escape 690-5/11 Cabin Push-Out Windows (Ditching Emergency Exits)
690-5/12 Emergency Exit Lighting
690-5/13 Seating Layout
690-2/10 Crew - Personal Protective Equipment
20.4: Sea Survival 690-3/6 Passenger - Personal Protective Equipment
690-5/10 Liferafts
20.5: Land/General Survival 690-5/19 Survival Kits
690-2/10 Crew - Personal Protective Equipment
690-2/35 Flight Following
20.6: Alerting 690-3/6 Passenger - Personal Protective Equipment
690-5/4 Emergency Locator Transmitters (ELTs)
690-5/17 Flight Following
20.7: SAR/Emergency Response 690-1/5 Emergency Response Planning
690-2/3 Insurance
20.8: Post-Accident 690-5/5 Underwater Locator Beacon (ULB)
690-5/15 Cockpit Camera
Courtesy: Pegaso
Appendix 4:
Controls - Competent Aviation Specialist Input
The requirement for contracting companies to have access to Competent Aviation Specialists is essential throughout the life cycle of a
contracted aviation operation. This spans the early planning phase, procurement/tender process, operational start-up and extending
throughout the production operations phase. Whilst not exhaustive, BARSOHO identifies those controls where specialist input should
be sought and are further summarised in this Appendix.
Control Requirement Minimum Competent Aviation Specialist Input
1.4 Competency – Flight Crew Review and endorsement of an operator’s Competency Based Training Framework
1.4 Competency – Flight Crew - FSTD Assessment of any requests for extension to 12 months from 6 months for FFS attendance
1.6 Flight Crew Fatigue Review and endorsement of an operator’s regulatory-approved Fatigue Risk Management System (FRMS)
Management where it is less restricted that the default BARSOHO requirements
1.6 Maintenance Personnel Review and endorse routine rostering ance

Fatigue Management
1.6 Maintenance Personnel Review and endorse risk assessment supporting routine rostering of maintenance shifts past 12 hours or
Fatigue Management minimum rest periods less than 10 hours
1.6 Drug and Alcohol Policy Facilitate company’s review and acceptance of operator’s Drug and Alcohol Policy
1.7 Modern/Proven Technology Review and endorse use of any aircraft that differs from contracted fit/configuration
1.7 Modern/Proven Technology Prior to contract renewal or tender process determine availability and practicality of contracting to latest
certification standards
1.7 Modern/Proven Technology Assess certification basis and in-service experience of aircraft types considered
1.8 Standards and Oversight Review and endorse use of any alternate aircraft operator used in a sub-charter (cross-hire) arrangement
2.1 Early Diagnosis of Potential Review aircraft operator’s gap analysis against HeliOffshore HUMS Recommended Practice
Failures
2.2 Enhanced Reliability – Review and endorse risk assessment supporting use of turbine powered PC3 helicopters offshore
Performance Class
3.1 Flightpath Management Review aircraft operator’s gap analysis against HeliOffshore Flightpath Management Recommended Practice
4.3 Night/IFR Management – Review aircraft operator’s risk assessment for commencement of night passenger flights when new to the
Night Passenger Flights operation
4.3 Night or IFR – Facilitate company’s availability of offshore deck’s for night training recency
Approach/Landing Recency
4.3 Night or IFR – Review and endorse ‘summer alleviation’ to maintaining night recency in extreme latitudes
Approach/Landing Recency
5.2 Heliport and Helideck Facilitate company’s assurance process overseeing heliport and helideck operations, including inspections,
Management recurrent training, communications and operational management
5.3 Multiple Helicopter Review and endorse aircraft operator’s risk assessment prior to conducting multiple helicopter helideck
Operations operations
5.4 Heliport and Helideck Design Review heliport and helideck design early in the process and well before Critical Design Review completion to
ensure appropriate design references and any localized factors are being used
6.1 Special VFR Procedures Review and endorse use of Special VFR Procedures in support of contracted offshore operations
8.5 Security and Check-In Control Facilitate agreed and documented process between company and aircraft operator for passenger screening
8.5 Passenger Clothing Policy Facilitate any policy associated with minimum clothing requirements, such as ‘multi-layer’ requirements or
other
9.4 Offshore Alternates Review and endorse offshore destinations when use of offshore alternate is used
20.3 Underwater Escape Review and endorse requests for variance against HUET four year frequency
20.4 Liferafts Review and endorse risk assessment supporting internal liferafts for role-specific activities with less than
four passengers
20.7 Dedicated SAR Support Participate in risk assessment to determine if dedicated SAR capability is required in a hostile environment
App 1 100 hour requirement Review and endorse use of CBT in lieu of type specific 100 hour requirement
App1 Night recency Review and endorse simulator type used to supplement night offshore recency
10.2 Night Medevac Policy Facilitate company’s consultation with aircraft operator on night medevac policy
11.4 Night Standby Duty Periods Review and endorse SAR roster and accommodation facilities
17.1 Flight Crew Experience Assessment and endorsement of an operator’s Competency Based Training Framework
Appendix 5:
Abbreviations
ACAS Airborne Collision Avoidance System HSAC Helicopter Safety Advisory Conference
ADM Aeronautical Decision Making HUET Helicopter Underwater Escape Training
AFCS Automatic Flight Control System HTAWS Helicopter Terrain Avoidance Warning Systems
AFDS Automatic Float Deployment System HTRE High Traffic Risk Environment
AGL Above Ground Level IATA International Air Transport Association
AIS Automatic Identification System ICAO International Civil Aviation Organization
ALAR Approach and Landing Accident Reduction ICS International Chamber of Shipping
AOC Air Operator’s Certificate IFR Instrument Flight Rules
APU Auxiliary Power Unit IGE In Ground Effect
ARA Airborne Radar Approach IMC Instrument Meteorological Conditions
ATPL Air Transport Pilot Licence LOC Loss of Control
AVAD Automatic Voice Alerting Device LOSA Line Operations Safety Audit
AWOS Automated Weather Observation System Medevac Medical Evacuation
BARS Basic Aviation Risk Standard MEL Minimum Equipment List
CAA Civil Aviation Authority METS Modular Egress Training Simulator
CAP Civil Aviation Publication (UK) MODU Mobile Drilling Unit
CBT Competency Based Training MOP Maintenance Observation Program
C of G (Aircraft) Center of Gravity MPT Marine Pilot Transfer
CFIT/W Controlled Flight into Terrain/Water NVIS Night Vision Imaging Systems
CPL Commercial Pilot’s Licence OEI One Engine Inoperative
CMT Critical Maintenance Task OEM Original Equipment Manufacturer
CRM Crew Resource Management OIM Offshore Installation Manager
CS Certification Standard OPITO Offshore Petroleum Industry Training Organization
CVR Cockpit Voice Recorder PA Public Address
DG Dangerous Goods Pax Passenger
DSV Diving Support Vessels PC Performance Class
EASA European Union Aviation Safety Agency PCN Pavement Classification Number
EBS Emergency Breathing System PCO Passenger Control Officer
EFB Electronic Flight Bag PED Personal Electronic Device
EFS Emergency Flotation System PLB Personal Locator Beacon
ELT Emergency Locator Transmitter PNR Point of No Return
ERP Emergency Response Plan PPE Personal Protective Equipment
FAR Federal Aviation Regulation (USA) PRH Pitch, Roll and Heave
FDM Flight Data Monitoring SAR Search and Rescue
FDR Flight Data Recorder SMS Safety Management System
FFS Full Flight Simulator SOP Standard Operating Procedure
FLIR Forward Looking Infra-Red STC Supplement Type Certificate
FOD Foreign Object Debris TAWS Terrain Awareness Warning System
FPSO Floating Production and Storage Offload TC Type Certificate
FRMS Fatigue Risk Management System TCAS Traffic Collision Avoidance System
FSF Flight Safety Foundation TCDS Type Certificate Data Sheet
FSTD Flight Simulation Training Device TEM Threat and Error Management
FTD Flight Training Device TSO Technical Standards Order
GNSS Global Navigation Satellite System ULB Underwater Locator Beacon
HHA Human Hazard Analysis VFR Visual Flight Rules
HISL High Intensity Strobe Light VHF Very High Frequency
HDA Helideck Assistants VHM Vibration Health Monitoring
HLO Helicopter Landing Officer VMC Visual Meteorological Conditions
HOUR Helicopter Offshore Unserviceability Recovery
Appendix 6: Transport Hoist/Medical Evacuation (Medevac)/Search and Rescue (SAR)
Medical Evacuation (Medevac)/Search and Rescue (SAR)
Figure 3: BARS Bow Tie Risk Model – Schematic of Offshore Safety Performance
Accident Events Accident Prevention Goals
SAR Approved Minimum Personnel Night Standby

Personnel SAR Recency
Training Programs – Medevac Duty Periods
Night/IMC
Hoist Hoist Cable
Hoist Operations – Hoist Hi-Lines
Operations Protection
Aircraft
Securing and Weight

Role Specific Electronic Hoisting, Medical and Helicopter
and Balance of Role
Equipment Carry-On Equipment Survival Equipment Cabin – Sea Tray
Equipment
Control and SAR Aircraft – Medevac/SAR Crew SAR Call Out/Liaison/

Communications Communication/Location Communications Communication
Emergency Callout Night Medevac SAR/Medevac

Enablers Risk Assessment Policy
SAR Approval
Procedures
Requirements.
Aircraft
Accident
Hoist Cable Accident
Cutters Survival Goals
Standard
Certification and
Maintenance of Droppable Provision of Bubble Accident
Acceptance of
Role Equipment Stores Medical Oxygen Windows Survival Goals*
Role Equipment
*No change to Defence 20.0
Version 5, May 2021
Appendix 6:
10.0: Enablers
Emergency Callout Risk

Enablers Night Medevac Policy
SAR Approval
10.1: Emergency Callout Risk Assessment 10.3: SAR Approval

Ensuring safety of flight is the prime consideration prior Ensuring relevant regulatory approvals are in place.
to dispatch on medevac or SAR operations.
The aircraft operator must have any necessary approvals
The aircraft operator must have a risk assessment process so or exemptions necessary from the appropriate responsible
that the urgency of Medevac or SAR is separated from the regulatory authority in order to conduct both SAR and line/
safety-of-flight decision-making process. recurrent SAR training.
10.2: Night Medevac Policy 10.4: SAR/Medevac Procedures

Ensuring all stakeholders consider the increased risk in Ensuring all SAR and medevac operational activities are
night operations and the policies supporting this are clearly documented and understood.
understood.
The aircraft operator must have comprehensive procedures for
When required for the operation, the company must consult SAR and/or Medevac missions.
with the aircraft operator to develop night Medevac and Night
Hoist policies.
Night medevac flights should only be conducted in life

threatening situations and where stabilization until first light
is not an option. The final decision to request a medevac
must be made by the Offshore Installation Manager (OIM) in
consultation with medical staff and the aircraft operator. The
final authority on whether a medevac flight can be safely flown
rests with the Pilot-In-Command.
Accident Event 11.0: Personnel
Crews are adequately constituted, trained, current and rested
SAR Recency
SAR Approved Training Programs
Personnel Minimum Personnel – Medevac
Transport Hoist Recency
Night Standby Duty Periods
11.1: SAR Approved Training Programs current for SAR hoist operations three transition to/from the hover
over the sea must also be completed every 90 days.
Ensuring all crew assigned duties are appropriately
trained and experienced. Where air droppable liferafts or survival kits are to be used at night,
all SAR crew members must achieve at least one night deployment
All personnel assigned to SAR operations must have completed
(including transition to/from the hover if necessary) annually. If not
an approved training program specific to the task and the
current for night SAR hoist operations three transition to/from the
assigned role of the individual.
hover over the sea must also be completed at night every 90 days.
At least one SAR crew member must be qualified as a
paramedic/emergency medical technician.
11.3: Minimum Personnel – Medevac
Ensuring the minimum number and qualifications of
Control 11.2: SAR Recency medical personnel on medevac operations.
Ensuring all crew assigned to SAR operations are within
Qualified medical professionals meeting all offshore training
defined recency limitations.
requirements (as a minimum HUET) must accompany patients
For SAR hoist operations all SAR crew members must achieve a in the cabin during any Medevac. Where there is a risk that the
minimum of three hoist cycles to representative vessels (including patient may need restraining for their own safety or the safety
transition to/from the hover) every 90 days or be subject to a SAR of others, at least two escorts must be in attendance in the
check-flight with qualified SAR training personnel. cabin.
Where SAR operations are to be conducted at night, all SAR

crew members must achieve at least three hoist cycles at night 11.4: Night Standby Duty Periods
(including transition to/from the hover) in the last 90 days or
Ensuring the flight crew are suitably rested for the type of
be subject to a SAR check flight with qualified SAR training
operation.
personnel.
Flight crew rostered for Medevac night duty must remain
For SAR hoist operations all SAR crew members must achieve
within approved transport flight crew duty periods (except
a minimum of three wet hoist cycles (including transition to/
where Medevac is conducted by SAR crew).
from the hover) involving winching persons from the water or
liferafts every 90 days or be subject to a SAR check flight with Flight crew rostered for SAR must remain within an approved
qualified SAR training personnel. flight crew duty periods but this may be a SAR specific roster
(e.g. with extended duty time due to rest while on stand-by in
All SAR crew members must achieve at least one offshore
appropriate accommodation near to the SAR base).
search (which may be an exercise) every 90 days or be subject
to a SAR check flight with qualified SAR training personnel. Such accommodation must allow for genuine uninterrupted
sleep when not required for a call-out or planned training
Where SAR operations are to be conducted at night, all SAR
and must be considered when determining the response time.
crew members must achieve at least one offshore search
Such a SAR roster and the associated accommodation must be
(which may be an exercise) at night (including the use of FLIR)
approved by a Competent Aviation Specialist.
every 90 days or be subject to a SAR check flight with qualified
SAR training personnel.
Where air droppable liferafts or survival kits are to be used, all SAR
crew members must achieve at least one deployment (including
transition to/from the hover if necessary) every 180 days. If not
Appendix 6:
Accident Event 12.0: Hoist Operations

Aircraft are appropriately equipped for hoist operations
Hi-Lines
Night/IMC Hoist Operations – Aircraft
Hoist Operations Hoist Cable Protection
Hoist
Hoist Cable Cutters
12.1: Night/IMC Hoist Operations 12.3: Hi-Lines

– Aircraft Ensuring the obstacles near the winching area can be
Ensuring that only suitable equipped aircraft are assigned avoided.
to night/IMC hoisting operations. Hi-Lines must be available to assist hoist operations.
Aircraft assigned to night/IMC SAR operations must be
equipped with auto-hover capability. Control 12.4: Hoist Cable Protection
Aircraft assigned to night SAR operations must be equipped Ensuring the protection of the hoist cable from fouling or
with a Forward Looking Infra-Red (FLIR) and Night Vision snagging the aircraft.
Imaging Systems (NVIS) for each crew member and adequate
external fixed and steerable flood lights. Hoist cables must be protected from damaging contact with
aircraft structure.
Any use of Night Vision Imaging Systems (NVIS) to aid in
the conduct of the SAR/Medevac roles must be conducted in
accordance with all controls presented in Appendix 5 of the
12.5: Hoist Cable Cutters
Flight Safety Foundation Basic Aviation Risk Standard (BARS) Ensuring there is a back up method of disconnecting a
for contracted aircraft operations. fouled cable from the aircraft.
Hoist Operators must have ready access to manual cable

12.2: Hoist cutters (separate from any cable cutting integrated with
Ensuring an appropriate hoist redundancy for the intended the hoist).
operation.
All aircraft assigned to SAR hoist operations must have at least

one hoist.
Aircraft assigned to night/IMC SAR hoist operations must be

fitted with two serviceable hoists.
Courtesy: Aerossurance Courtesy: Pegaso Courtesy: HeliOffshore
Accident Event 13.0: Role Specific Equipment
Aircraft have appropriate role equipment

Securing and Weight and Balance of Role Equipment
Electronic Carry-On Equipment
Role Specific Certification and Acceptance of Role Equipment
Hoisting, Medical and Survival Equipment
Equipment Maintenance of Role Equipment
Helicopter Cabin – Sea Tray
Droppable Stores
13.1: Electronic Carry-On Equipment emergency exits or push-out windows that occupants need to
rely upon based on the cabin configuration.
Ensuring a safe and reliable electrical power supply for
the carry-on equipment that will not interfere with aircraft The aircraft operator must ensure that the weight and balance
systems. calculations accurately account for role equipment.
Electronic carry-on equipment to be used in-flight must be

demonstrated to be compatible with aircraft systems and not 13.5: Certification and Acceptance of Role
cause interference. Battery powered equipment that cannot be Equipment
recharged aboard the aircraft must be shown to have adequate Ensuring the correct classification of role equipment and
battery life for the intended flight duration. the certification of the required items before being utilized
in operations.
13.2: Hoisting, Medical and Survival Equipment The aircraft operator must have appropriate design and
Ensuring the provision of adequate medical and survival production documentation for all role equipment. The aircraft
equipment. operator must be able to clearly differentiate between certified
aircraft equipment and carry-on items and have procedures
Medical and survival equipment appropriate for an anticipated
that cover both types of equipment.
number of casualties and/or patients must be determined and
carried on-board the aircraft. SAR personnel must be provided
with appropriate protective equipment and harnesses. 13.6: Maintenance of Role Equipment
Ensuring all role equipment is maintained regularly and to
13.3: Helicopter Cabin – Sea Tray the required standards.
Ensuring there is protection of the aircraft from corrosive Role equipment that must be certified as aircraft equipment
fluids during hoisting and SAR operations. must be placed on the aircraft Maintenance Program (or an
equivalent equipment program). Carry-on equipment must
Aircraft to engage in wet hoist operations or potential major
also have a defined inspection schedule. Maintenance of
trauma recoveries must have a cabin floor sea-tray to protect
all role-equipment should be conducted in accordance with
the aircraft from the corrosive effects of fluids.
manufacturer’s instructions.
13.4: Securing and Weight and Balance of Role

13.7: Droppable Stores
Equipment
Ensuring all articles that are dropped from the aircraft
Ensuring the role equipment is secured appropriately in
are fit for purpose and are accompanied by operating
the aircraft and accounted for on the weight and balance
procedures to avoid damage to the aircraft.
calculations.
All droppable liferafts and survival packs carried must be
The aircraft operator must have a procedure and the means
certified for that purpose, accompanied by Flight Manual
for securing portable role equipment aboard the aircraft.
instructions and be demonstrated to drop clear of the aircraft
Role equipment must be located so that it does not obstruct
without a risk of damage to the aircraft.
Appendix 6:
Accident Event 13.0: Role Specific Equipment (cont.)
Role Specific Provision of Medical Oxygen

Equipment Bubble Windows
13.8: Provision of Medical Oxygen 13.9: Bubble Windows

Ensuring that medical oxygen and the cylinders carried Ensuring the aircraft deployed on SAR operations are
aboard the aircraft are tested and serviced in accordance suitably equipped for observers.
with relevant regulations.
All SAR helicopters must be fitted with at least one bubble
The aircraft operator must have a procedure that ensures any window on each side of the cabin to aid visual search.
oxygen cylinders are filled to manufacturer specifications.
Portable oxygen cylinders must undergo regular hydrostatic
testing in accordance with manufacturer specifications.
Accident Event 14.0: Control and Communications
Aircraft are equipped with the necessary communications capability and SAR mission coordination
is effective
Control and SAR Aircraft – Medevac/SAR Crew Communications

Communications Communication/Location SAR Call Out/Liaison/Communication
14.1: SAR Aircraft – Communication/Location 14.3: SAR Call Out/Liaison/Communication

Ensuring that suitable SAR communications and search Ensuring there are suitable mission coordination, SAR
equipment is fitted to the aircraft prior to operations call-out and capability report communications policies and
commencing. protocols.
SAR aircraft must have: The aircraft operator and the company must have agreed
• The capability to home on 121.5MHz signals; procedures for a SAR call out (including the assessment of any
third party request for assistance) and agreed response times.
• The ability to receive 406MHz transmitted position data;
Where non-dedicated SAR aircraft are used, the response times
• A marine band VHF radio; and
must consider a realistic time to re-role the aircraft and also
• A marine Automatic Identification System (AIS) the time to recall the aircraft from any other duties.
transponder/receiver.
The aircraft operator must have procedures to declare aircraft
unavailable or declare an extended response time when for any
14.2: Medevac/SAR Crew Communications reason they cannot safely conduct a SAR mission to the agreed
Ensuring that suitable crew communications equipment is response time, if called, or to declare a partial capability
fitted to the aircraft prior to operations commencing. (e.g. when daytime only SAR can be performed).
The aircraft operator must have the capability to allow There must be appropriate liaison in place with any local
communications between the medevac and/or SAR personnel Rescue Coordination Center with communication from the
and the flight crew. This may include headsets in the cabin and SAR base and from the SAR aircraft, both to aid search
radio communication with the winchman. effectiveness and to ensure all SAR assets are aware of other
assets in the area.
Appendix 7 : Transport Hoist/Medical Evacuation (Medevac)/Search and Rescue (SAR)
Helicopter Marine Pilot Transfer (MPT)/Transport Hoist
Figure 4: BARS Bow Tie Risk Model – additional Enablers and Controls to Figure 2.
Accident Threats Accident Prevention Goals (Controls)
Minimum Mission Night Hoist Aircraft

Aircraft
Equipment Fit Operations – Aircraft Performance
MPT/Transport Hoist
Flight Crew Vessel Landing
Personnel Approved Training Hoist Recency
Experience Recency
Program
Hoist Cable
Hoist Operations Hoist Procedures Hoist Hi-Lines
Protection
MPT/Transport Helicopter/Ship
Enablers Hoist Approvals Operations
NVIS Requirements
Accident
Aircraft Accident Survival Goals
Category-A
Emergency
Breathing Systems
(EBS)
Hoist Cable Communication/ Hoist

Cutters Location Bags Helicopter
Underwater Escape
Training (HUET)
ACCIDENT SURVIVAL GOALS IN CHAPTER 20 ARE TO BE

FOLLOWED IN ADDITION TO THE ADDITIONAL GOALS
CONTAINED IN THIS APPENDIX.
Version 5, May 2021
Appendix 7:
15.0: Enablers
Marine Pilot Transfer/Transport Hoist Approvals

Enablers Helicopter/Ship Operations
Night Vision Imaging Systems (NVIS) Requirements
Enabler 15.1: Marine Pilot Transfer/Transport Enabler 15.3: Night Vision Imaging Systems (NVIS)
Hoist Approvals Requirements
Ensuring relevant regulatory approvals are in place. Ensuring use of NVIS in the offshore role enhances safe
operations of the aircraft and crew.
The aircraft operator must have licences, approvals or
exemptions necessary from the appropriate responsible Any use of Night Vision Imaging Systems (NVIS) to aid in the
regulatory authorities in order to conduct Marine Pilot Transfer conduct of the Helicopter Marine Pilot Transfer/Transport
and/or Transport Hoist operations. Hoist roles must be conducted in accordance with all controls
presented in Appendix 5 of the Flight Safety Foundation
Enabler 15.2: Helicopter/Ship Operations Basic Aviation Risk Standard (BARS) for contracted aircraft
operations.
Ensuring adequate helicopter landing and hoisting areas
in conjunction with effective communications with the
ship that enable safe operations.
All helicopter-to-ship operations (including hoisting) must be

conducted with reference to the standards contained in the
International Chamber of Shipping (ICS) Guide to Helicopter/
Ship Operations.
Accident Event 16.0: Aircraft
Appropriate aircraft, equipment and performance are contracted and utilized for the planned operation
Minimum Mission Equipment Fit

Aircraft Night Hoist Operations – Aircraft
Aircraft Performance
16.1: Minimum Mission Equipment Fit 16.3: Aircraft Performance

Ensuring the relative merits of safety features, design Ensuring the aircraft can remain airborne in the event of
standards and service experience are assessed so as an engine failure to be able to complete hoisting OEI so
to select reliable aircraft with appropriate system as not to hazard the hoist passenger.
redundancy, suitable for the intended operation.
Aircraft assigned to Transport Hoist or Marine Pilot Transfer
The aircraft basic equipment fit and configuration must meet Hoist operations must be have sufficient One Engine
the requirements listed in Appendix 2. Inoperative (OEI) performance during the hoist activity that
guarantees continued hover capability in the event of an
engine failure.
16.2: Night Hoist Operations – Aircraft
Ensuring an appropriate Autopilot is installed and
operational for night hoisting operations.
Aircraft assigned to night Transport Hoist or Marine Pilot Transfer

Hoist operations must be equipped with a serviceable 4-axis
Autopilot with auto-hover capability. Aircraft assigned to night
MPT and Transport Hoisting operations must be equipped with
adequate external fixed and steerable flood lights.
Courtesy: Weststar Aviation
Appendix 7:
Accident Event 17.0: Personnel

Crew are competent, trained and current for hoist operations
Accident Event Accident Prevention Goal
Flight Crew Experience

Hoist Recency
Personnel Marine Pilot Transfer/Transport Hoist Approved Vessel Landing Recency
Training Program
17.1: Flight Crew Experience 90 days or be subject to a hoist check flight with qualified
hoist training personnel.
Ensuring all flight crew have the required experience for
the role. When a marine pilot has documented (logged) more than
100 hoists (30 of which must have been at night if engaged in
Flight crew must meet the minimum experience requirements
night operations), the recency requirement of three hoist cycles
outlined in Appendix 1.
in 180 days may be used.
For night hoist operations, flight crews and hoist operator must
17.2: Marine Pilot Transfer/Transport Hoist
achieve a minimum of three hoist cycles at night (including
Approved Training Program transition to/from the hover) every 90 days or be subject to a
Ensuring all crew and hoist passengers are appropriately night hoist check flight with qualified hoist training personnel.
trained and competent.
All personnel assigned to Marine Pilot Transfer or Transport 17.4: Vessel Landing Recency
Hoist operations must have completed an assessed and Ensuring flight crew retain manipulative proficiency in
documented approved training program specific to the aircraft the day/night operations to and from vessels.
operator, task and the assigned role of the individual.
All flight crew assigned to night operations must maintain
night recency requirements of five takeoff and landings from
17.3: Hoist Recency a vessel helideck in the preceding 90 days. Furthermore,
Ensuring all crew assigned to hoist operations are within 20 hours flight time (day or night) in the preceding 90 days
defined recency limitations to ensure competency. must also be attained. Where any aspect is not met, a check
flight by a company designated check pilot performed to a
If engaged in hoist operations, flight crew, hoist operator and
satisfactory standard must be conducted.
(where applicable) marine pilot must achieve a minimum of
three hoist cycles (including transition to/from the hover) every
Courtesy: NHSL
Accident Event 18.0: Hoist Operations
Aircraft are appropriately equipped for hoist operations
Hoist Procedures
Hoist Cable Protection Communication/Location
Hoist Operations Hoist
Hoist Cable Cutters Hoist Bags
Hi-Lines
18.1: Hoist Procedures 18.6: Communication/Location

Ensuring all hoist operational activities are clearly Ensuring that suitable communications and locating
documented and understood. equipment is fitted to the aircraft prior to operations
commencing.
The aircraft operator must have comprehensive procedures for
Marine Pilot Transfer Hoist/Transport Hoist operations. Aircraft intended to conduct Transport Hoist/Marine Pilot Hoist
operations must have:
18.2: Hoist • A marine band VHF radio; and
Ensuring an appropriate and serviceable hoist is used • A marine AIS transponder/receiver.

for the intended activity.
The aircraft operator must have a hoist that is maintained 18.7: Hoist Bags
in accordance with Original Equipment Manufacturers
Ensure the baggage, tools, equipment, spare parts or
(OEMs) servicing schedule and complies with all regulatory
other provisions to be hoisted are safely conveyed.
requirements.
All items to be transferred by hoist with a hoist passenger
must be contained in a suitable hoist bag.
18.3: Hi-Lines
Ensuring the obstacles near the hoisting area can be
avoided.
Use of a Hi-Line is to be considered anytime a hoist activity

is conducted to a restricted hoist area and/or bridge wing
operation.
18.4: Hoist Cable Protection

Ensuring the protection of the hoist cable from fouling
or snagging on the aircraft.
Hoist cables must be protected from contact with the aircraft

structure.
18.5: Hoist Cable Cutters

Ensuring there is a back-up method of disconnecting a
fouled cable from the aircraft.
Hoist Operators must have ready access to manual cable

cutters (separate from any cable cutting integrated with the
hoist).
Courtesy: Bristow
Accident Survival 30.0
All accident survival goals outlined in Chapter 20 are to be followed.
Marine Pilot Transfer and Transport Hoist operations warrant the following
additional mitigating defences
30.1: Category-A Emergency Breathing Systems

(EBS)
nsuring the occupants can escape in the event of a
E
EBS compliant with an appropriate standard must be worn by

passengers for operations over a hostile offshore environment.
Passengers must have received training in EBS use and EBS
deployment must be covered in preflight safety briefings.
30.2: Helicopter Underwater Escape Training

(HUET)
Ensuring the occupants can escape in the event of a
All flight crew, hoist operator and passengers must complete

a HUET course to a recognized standard (e.g. OPITO) that
includes the use of a Modular Egress Training Simulator (METS)
at least every four years.
Courtesy: NHSL
Courtesy: Bristow
Copyright, Copying and Updates

Basic Aviation Risk Standard Offshore Safety Performance Requirements © Version 5. Copyright 2021 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 this Standard, as updated, (“Standard”) may be accessed on the BARS website: www.flightsafety.org/bars
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.
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 judgment 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 this 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.
Contact:
BARS Program Office
Flight Safety Foundation
Regional Office
GPO Box 3026
Melbourne, Victoria 3001, Australia
Telephone: +61 1300 557 162
Email: [email protected]
Web: www.flightsafety.org/bars
Flight Safety Foundation

Head Office
701 N. Fairfax Street, Suite 250
Alexandria, Virginia US 22314-2058
Telephone: +1 703 739 6700

Fax: +1 703 739 6708
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Basic Aviation Risk Standard

Offshore Helicopter Operations

 Version 5, May 2021

and continuously improve control effectiveness as part of their

Key Definitions Long-term contract

High Traffic Risk Environment

Hostile environment Vessels

Accident Events Accident Prevention Goals

Flightpath Effective Use of Enhanced Situational

Surface/ Enhance Space/ Detect/Avoid Night/IFR Flight RADALT

Weather Effective Flight Regular Reports/ Adverse Weather

Altitude Air Traffic Control Birdstrike Airborne Collision

Ground Collision/ Weight, Balance Passenger

Fuel Exhaustion/ (Hot) Refueling Fuel Flight Offshore

Safety Effective Safety

Safety Performance Model

Accident Survival Goals

Fuel Fuel Testing/ Post-Accident

Multi-crew Personnel Modern/Proven Standards and

 Version 5, May 2021

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

This may be in one or more volumes and include or be

WELLBEING POLICY Figure 2: Variance Process.

Enabler 1.7: Modern/Proven Technology

Aircraft type design, certification standards, safety features,

The aircraft basic equipment fit and configuration must meet

The use of aircraft that differ in equipment fit/configuration

Enabler 1.8: Standards and Oversight

Aircraft operators must be appropriately licenced, hold an

Sub-chartering (wet-lease or cross-hiring) by the aircraft

Accident Event Accident Prevention Goals

Early Diagnosis of Potential Failures Effective Maintenance

2.1: Early Diagnosis of Potential Failures 2.2: Enhanced Reliability

Accident Event Accident Prevention Goals

3.1: Flightpath Management 3.3: Enhanced Situational Awareness

3.2: Effective Use of Automation

An Autopilot or Automatic Flight Control System (AFCS) must

The aircraft operator must have an automation policy that

Accident Event Accident Prevention Goals

Surface/Obstacle Enhance Space/Reduce Obstacles Night/IFR Flight Mitigations

4.1: Enhance Space/Reduce Obstacles EXTERNAL VISION AND OBSTACLE DETECTION AIDS

• A Minimum Descent Height (MDH) not less than 50 feet

(2) SAR response times; and

All offshore helicopters must be equipped with at least

Courtesy: Weststar Aviation

Accident Event Accident Prevention Goals

Prior to any night operations to new-build helidecks, or to

HELICOPTER/SHIP OPERATIONS PASSENGER TERMINAL AREA

5.3: Multiple Helicopter Operations DESIGNATED FREIGHT AREA

All new-build helidecks must conform to the design standards

Accident Event Accident Prevention Goals

Effective Flight Planning Adverse Weather Policy/Use

• Barometric pressure; and

Accident Event Accident Prevention Goals

Altitude Management Airborne Collision Avoidance

7.1: Altitude Management 7.4: Airborne Collision Avoidance System (ACAS)

7.2: ATC Oversight 7.5: High Intensity Strobe Lights (HISL)

7.3: Bird Strike Prevention

Passive bird control measures must be adopted at all onshore

Version 5, May 2021

Version 5, May 2021

• A Minimum Descent Height (MDH) not less than 50 feet

(2) SAR response times; and

• Barometric pressure; and

• The aircraft operator must have specific procedures for the