In 2014, the CAA published a Safety Review of offshore commercial air transport helicopter operations as CAP1145, progress updates were then periodically published.
The "Offshore Review" (CAP1145) examined the risks to helicopter operations supporting the oil and gas industry in and around the North Sea. It was conducted in conjunction with the European Aviation Safety Agency (EASA) and the Norwegian Civil Aviation Authority and was peer-reviewed by independent experts. It identified a wide range of opportunities to improve the safety of those operations and to increase the chances of passengers and crew surviving an accident.
Since the original "Offshore Review", helicopter operations have extended into the support of renewable energy sources, such as wind farms. Although this activity was not specifically examined in the Offshore Review, many of the actions and recommendations were considered relevant to these new areas and are being adopted for operations in this sector.
In January 2019, a Post Implementation Review was carried out for the actions and recommendations detailed within The Offshore Review.
The review problem statement was:
“Have the Recommendations and Actions in The Offshore Review (CAP 1145) been adequately implemented and have these achieved the objective of improving the survivability of passengers and crew following an accident?”
It was agreed that the intent of this statement had indeed been met.
Whilst there is still further activity ongoing in both the Offshore and Onshore Helicopter operating domains, this is a final statement regarding progress against each action and recommendation within the Offshore Review, so the Offshore review is now closed.
As we are committed to continuously improving the safety of helicopters generally, and the safety of those who fly offshore we will continue to actively collaborate with Industry through the Offshore Helicopter Safety Leadership Group, and continue the progress that has been achieved over the last ten years.
Statement by Matt Rhodes the Co-Chair of the Offshore Helicopter Safety Leadership Group.
“Since the advent of the CAP 1145 Offshore Helicopter Safety Review, the Offshore Helicopter Safety Leadership Group has worked towards achieving excellence in offshore helicopter safety across the UKCS. Through the continual evolution of the OHSLG, encouraging collaborative engagement between the Helicopter Operators, Regulator and other key stakeholders, we can now confirm the closure of all actions and recommendations that came from the CAP 1145 review. While the review is now closed, focus remains on transparent sharing of safety data between helicopter operators and the regulator, and engagement with the wider stakeholder community to ensure continuous improvements in regard to the safe transportation of the energy industries workforce.”
- CAP1243 Safety review of offshore public transport helicopter operations in support of the exploitation of oil and gas - Progress report (January 2015)
- CAP1386 Safety review of offshore public transport helicopter operations in support of the exploitation of oil and gas - Progress report (September 2016)
- CAP1877 Safety Review of Offshore Public Transport Helicopter Operations in Support of the Exploitation of Oil and Gas (January 2020)
- CAP1145 Civil Aviation Authority – Safety review of offshore public transport helicopter operations in support of the exploitation of oil and gas (February 2014)
Outstanding actions:
Action 04 – Closed
A04 - The CAA will work with the helicopter operators via the newly established Helicopter Flight Data Monitoring (FDM) User Group to obtain further objective information on operations issues from the FDM programme
CAP1386 had this item marked as complete.
CAP1877 has it marked as ongoing.
A joint industry working group was established to progress improvements to helicopter operators’ FDM programmes. The issue of monitoring approaches was prioritised and a European Operators FDM (EOFDM) Working Group was established.
The European group still operates but the UK one seems to have fallen by the wayside.
A review of the data being collected and used by Industry, shows that the level of FDM integration is far beyond that envisaged at the start of this action.
Industry will continue with a working group headed up by HeliOffshore and supported by the CAA.
STATUS - CLOSED
Action 13 – Closed
A13 - The CAA intends to assume responsibility for the certification of UK helidecks and will consult with industry to achieve this
The consultation (CAP 1295) was published on the CAA website in May 2015. Responses were reviewed and a scheme developed and proposed to the OHSAG which was supportive. The scheme was pending changes to legislation that never happened.
This was not referred to in CAP1877.
The CAA was working with the Helideck Certification Agency (HCA) and the helicopter operators to identify alternative ways of improving helideck standards.
It has stagnated as an action, and it is impractical for the CAA to formally licence the helidecks.
The Operators have an existing MOU with the HCA to monitor the standards of helidecks, which includes an auditing ability shared between the operators against the HCA.
Work is ongoing between the CAA, OHSLG, HCA, HeliOffshore and the Operators, which combined with “Rule Making Task 0187” will improve the oversight of helidecks.
STATUS – CLOSED
Action 15 – Closed
A15 - The CAA will commission a report to review offshore communication, handling and flight monitoring procedures from an air traffic control perspective and act on its outcomes
CAP1386 had this item marked as complete.
The report to review offshore communication was delivered in February 2015. Complexities of the actions required were being addressed to assess next steps and were progressed during 2016.
There is no more information on this action.
A recent review with NATS to gain today’s perspective raised this answer; “no direct evidence to suggest the current arrangements are unsafe, or unsatisfactory”.
This item was considered closed in 2016 and it was raised from an ATC perspective who believe that the situation is satisfactory.
For any further concerns or operator requirements this has been moved to the HMLC, where operators can propose measures for ongoing improvements.
STATUS - CLOSED
Action 32 – Closed
A32 - Promote and support the implementation of the results of the research on helideck lighting, operations to moving helidecks, Differential GPS-guided offshore approaches and Helicopter Terrain Awareness Warning Systems (HTAWS). Seek to ensure funding for the research on operations to moving helidecks, Differential GPS-guided offshore approaches and HTAWS to allow timely progress to completion and, once completed, promote and support the implementation of the results
The CAA will:
- Promote and support the implementation of the results of the research on helideck lighting, operations to moving helidecks, Differential GPS-guided offshore approaches and Helicopter Terrain Awareness Warning Systems (HTAWS).
- Seek to ensure funding for the research on operations to moving helidecks, Differential GPS-guided offshore approaches and HTAWS to allow timely progress to completion and, once completed, promote and support the implementation of the results.
The new helideck lighting was mandated for all night operations from 01 April 2018 under Safety Directive SD-2016/005 (superseded by SD-2019/002).
The new Helideck Monitoring System (HMS) standard has been published by the Helideck Certification Agency and referenced in CAP 437. Operations to moving helidecks not fitted with HMS meeting the new standard will be restricted to stable deck conditions from 01 April 2021.
Research into HTAWS warning envelopes completed and published in CAP 1538; research into warning form/format completed and published in CAP 1747; specification for HTAWS upgrade for retrofit published in CAP 1519; formal MOPS for HTAWS for offshore helicopter operations completed; retrofit processing and mandatory by 01 Jan 2025.
The helicopter manufacturers GPS approach systems have been reviewed and a number of issues identified.
The matter of GPS approaches is now part of a larger picture which includes issues arising from windfarm proliferation. It has been made more difficult due to the departure from EASA and EGNOS.
Therefore, the GPS part of this action has now become the responsibility for HMLC to pursue, should they deem it a priority. The CAA will continue to work with DFT in finding an alternative to EGNOS.
STATUS - CLOSED
Outstanding Recommendations:
Recommendation 05 – Closed
R05 - CAA expects that offshore helicopter operators will address these key items from EASA RMT.0120 (27 & 29.008) draft NPA without delay
CAA expects that offshore helicopter operators will address the following key items from EASA RMT.0120 (27 & 29.008) draft NPA without delay:
- Fitment of the side-floating helicopter scheme
Halted by OEM and industry – Research is ongoing if the operators wish to fit in future. - Implementation of automatic arming/ disarming of Emergency Floatation Equipment.
Addressed in amendment 5 of CS27/29 but not mandatory due to technical issues. - Installation of hand holds next to all push-out window emergency exits.
Addressed in amendment 5 of CS27/29 but not mandatory to retrofit due to technical issues. - Standardisation of push-out window emergency exit operation/marking/ lighting across all offshore helicopter types.
Push-out window emergency exit operation NO / marking YES CS29 R5 / lighting YES CS29 R5 across all offshore helicopter types. - Ensure that external life rafts can be released by survivors in the sea in all foreseeable helicopter floating attitudes.
Life raft release addressed for new helicopter designs in Amendment 5 to CS 27/29 published in June 2018 and to be retrofitted. - Ensure that all life jacket/immersion suit combinations are capable of self-righting.
Dealt with in European Technical Standard Orders 2C502 / 2C503 / 2C504
Considered On Track in CAP1243
Delayed delivery 2017 in CAP1386
Considered as Ongoing in CAP1877.
The substantial work done to include these items into Revision 5 of CS27/CS29 standards shows an impressive response. The remaining item of “Fitment of side-floating helicopter scheme” will be pursued by the HMLC as the OEMs provide technical possibilities.
Ongoing CAA research for underwater escape will be reported back to the HMLC as it reaches its conclusion.
STATUS - CLOSED
Recommendation 07 – Closed
R07 The CAA expects that OPITO will review and enhance is safety and survival training standards with regard to the fidelity and frequency of training provided
From OPITO:
Post publication of CAPP 1145, an industry work group was formed to discuss fidelity and frequency of BOSIET training. The outcome of that work resulted in dry and wet CA-EBS training being incorporated into the BOSIET and FOET (refresher) standards and this training continues to be included in those standards to this day.
There was not an appetite from the employer community to change the frequency of training which remains every 4 years.
The BOSIET and FOET Standards continue to be formally reviewed with industry stakeholders every 4 years
Delayed delivery 2015 in CAP1243
Delayed delivery 2017 in CAP1386
Considered as Ongoing in CAP1877
Based on the status, this recommendation is now passed to industry to monitor and look for reviews in standards as is required.
STATUS – CLOSED
Recommendation 10 – Closed
R10 - It is recommended that offshore helicopter operators identify a set of ‘best practice’ standard procedures and engage with their customers to agree how these may be incorporated into contractual requirements
IOGP and HeliOffshore both provide regularly updated Aviation Management Guidelines.
IOGP through their Aviation Safety Focus Areas on Aviation Management Guidelines, Recommended Practices, and Safety Performance indicators.
HeliOffshore with a more detailed focus on operational areas such as HFDM, Wind Farm Best Practice, Human Hazard Analysis and Unexpected Events Pilot Monitoring, Distraction in Aviation, Flightpath Management, HUMS and Safety Strategies.
Considered as On Track in CAP1243
Delayed delivery 2016 in CAP1386
Considered as Ongoing in CAP1877
The ASCG was aiming to get all IOGP member companies to confirm their support for the new guidelines as part of efforts to achieve a higher degree of standardisation. The latest version of IOGP 690 has now been agreed by all members.
For any further concerns or operator requirements this has been moved to the HMLC, where operators can propose measures for ongoing improvements.
STATUS - CLOSED
Recommendation 11 – Closed
R11 - The CAA expects that the oil and gas industry will review its audit and inspections practices to harmonise and pool audit schemes to reduce the impact on helicopter operators following the principles described in the Oil & Gas UK Guidelines for the Management of Aviation Operations
A new approach has been adopted by industry and Oil & Gas UK continue to work to encourage full uptake. The industry Management of Aviation Guidelines have also been revised and strengthened to reflect the new process.
Considered as On Track in CAP1243
Delayed delivery 2016 in CAP1386
Considered as Ongoing in CAP1877
Industry has agreed that it is in the interests of safety to manage this recommendation through all parties. This is now managed through the accepted industry guidelines published in IOGP 690.
STATUS - CLOSED
Recommendation 13 – Closed
R13 - It is recommended that Approved Training Organisations (ATOs) and helicopter AOC holders adopt the aircraft manufacturers’ operating philosophies and recommended practices, where available, within their type syllabi and current training and checking programmes with particular emphasis on automation. This information should also be reflected in instructor guidance so that specific learning points for the automated systems are addressed in a standard manner
Evidence based training (EBT) rule making is still ongoing and was delayed by an EASA proposal. Following industry consultation, EASA has since elected to continue the rule making. In order to prepare the industry for the impending rulemaking HeliOffshore has held several workshops which goes through, what it is, and how to consider implementing it in your organisation.
Next Steps:
- Enrol support for Phase 3 – building the EBT Baseline Programme
- Deliver further EBT workshops
- Publish an EBT Briefing Sheet
- Use HSIP to monitor performance and inform EBT Data Report(s)
- Operators to review use of IATA Competency framework
Flight Crew Operating Manuals are being addressed on the following levels.
- Helicopter operator implementation: working to get the operators to at least start with a gap analysis and start with partial implementation
- Oil companies: working through IOGP to educate the oil companies on the level of maturity of the FCOM and get them to work with their aviation suppliers to implement the FCOM rather than demanding that they implement the full FCOM in its current state as it is still work in progress.
- The OEMs have now created a HeliOffshore FCOM steering committee that includes operator representation. They have made good progress on standardizing structure and terminology across fleets in the areas that are not type specific. This will help to facilitate easier implementation for the pilot work force.
Considered as On Track in CAP1243
Considered as On Track for delivery 2016 in CAP1386 with HeliOffshore
Considered as Ongoing in CAP1877
Evidence based training is now an established part of the regulatory structure.
The HeliOffshore FCOM Steering Committee is now named the Automation Workgroup.
They are producing an 'Automation Guide', and the intent is to work more closely with the OEMs and, from next year, the OEMs will be invited to join their meetings.
The plan is that the group will be able to detail the expectations of, and encourage production of, future FCOMs from the OEMs.
Since this recommendation has now been taken on by industry and monitored by the HMLC, it is considered to be closed.
STATUS – CLOSED
Recommendation 14 – Closed
R14 - It is recommended that Approved Training Organisations and helicopter AOC holders review their type rating syllabi and recurrent training programmes to ensure that Standard Operating Procedures and monitoring pilot techniques are included at all appropriate stages of the type rating course, operator conversion courses and recurrent training/checking
ATOs and AOC holders have reviewed their syllabi and have made any necessary changes - See Raising the standards of pilot training CAP 1243
It has been recommended that Approved Training Organisations and helicopter AOC holders review their type rating syllabi and recurrent training programmes to ensure that Standard Operating Procedures and monitoring pilot techniques are included at all appropriate stages of the type rating course, operator conversion courses and recurrent training/checking.
Special Objective Check 12 Pilot Monitoring was conducted across all Multi Pilot Operators including offshore operators who have integrated AOC/ATOs as part of annual audit cycle for 2016.
Considered as Complete in CAP1243
Considered as Complete in CAP1386
Considered as Ongoing in CAP1877
This is now considered as part of the normal Performance Based Oversight programme.
Future concerns can be raised through the relevant industry bodies.
STATUS – CLOSED
Recommendation 15 – Closed
R15 - It is recommended that Approved Training Organisations and helicopter AOC holders review their training syllabi to ensure that the correct use and emphasis upon Standard Operating Procedures is impressed upon crews throughout all stages of flight and simulator training
ATOs and AOC holders have reviewed their syllabi and have made any necessary changes - See Raising the standards of pilot training CAP 1243
It has been recommended that Approved Training Organisations and helicopter AOC holders review their type rating syllabi and recurrent training programmes to ensure that Standard Operating Procedures and monitoring pilot techniques are included at all appropriate stages of the type rating course, operator conversion courses and recurrent training/checking.
Special Objective Check 12 Pilot Monitoring was conducted across all Multi Pilot Operators including offshore operators who have integrated AOC/ATOs as part of annual audit cycle for 2016.
Considered as Complete in CAP1243
Considered as Complete in CAP1386
Considered as Ongoing in CAP1877
This is now considered as part of the normal Performance Based Oversight programme.
Future concerns can be raised through the relevant industry bodies.
STATUS – CLOSED
Recommendation 16 – Closed
R16 - It is recommended that Approved Training Organisations and helicopter AOC holders address with aircraft manufacturers any shortfall in the Operational Suitability Data training syllabi for those destined to operate the type offshore
Manufacturers and helicopter operators are working together on this and will continue to do so under the new OSD requirements - See Raising the standards of pilot training CAP 1243
It is recommended that Approved Training Organisations and helicopter AOC holders address with aircraft manufacturers any shortfall in the Operational Suitability Data training syllabi for those destined to operate the type offshore.
Considered as Complete in CAP1243
Considered as Complete in CAP1386
Considered as Ongoing in CAP1877
This is now considered as part of the normal Performance Based Oversight programme.
Future concerns can be raised through the relevant industry bodies.
STATUS – CLOSED
Recommendation 19 – Closed
R19 - It is recommended that Approved Training Organisations and helicopter AOC holders establish a requirement for training record narratives
Training record narratives are now considered normal, and the CAA oversight teams will highlight this in all oversight activities.
Considered as Complete in CAP1243
Considered as Complete in CAP1386
Considered as Ongoing in CAP1877
This is now considered as part of the normal Performance Based Oversight programme.
Future concerns can be raised through the relevant industry bodies.
STATUS – CLOSED
Recommendation 21 – Closed
R21 - It is recommended that the helicopter Type Certificate Holder identify all major components or systems that lead to a ‘Land immediately’ condition to ensure themselves that the actual reliability data available from the operators is validating the assumptions made at the time of certification. This review should be overseen by the regulator for the State of Design
A review has been carried out of the H175 and AW 189 to identify land immediately requirements. It is the intent to now look at the components that may result in a land immediately requirement to request that these components are specifically monitored by operators, and where failures are noted that these are reported to EASA / CAA and the TCH.
It was intended that this item would link with the EASA recommendation 25 which was closed, but this “ETOPS” topic is now reconsidered in frame of LN-OJF SR NORW-2018-006 (see EASA interim response). EASA is reviewing the initial White Paper done in 2015 that was shared with UKCAA in Sept.2015.
Considered as Delayed in CAP1243
Revised delivery of 2016 in CAP1386
Considered as Ongoing in CAP1877
Progress has now been substantial within the CAA and industry via HeliOffshore, to capture the requirements of this Recommendation.
This has included identification of critical parts with the OEMs, and critical parts training for continuing airworthiness organisations.
This piece will now continue through HeliOffshore (as requested by OHSLG) and the CAA.
STATUS – CLOSED
Recommendation 24 – Closed
R24 - It is recommended that EASA provide additional guidance material to improve standardisation in approach to the classification of critical parts to minimise inconsistencies in the instructions for continuing airworthiness and where appropriate to require revisions to existing instructions for Continued Airworthiness
CAA have issued IN2016/026 Rotorcraft – Critical Parts Awareness and Training, which has been directed at the continuing airworthiness organisations within the UK.
EASA CT.3: Re-opened. This “ICA” topic is now also continued in frame of LN-OJF SRs NORW-2018-002 and NORW-2018-008
EASA is considering the most efficient means to incorporate the contents of CM-S-007 into CS-29 to ensure that critical parts are appropriately controlled throughout their service life. This could be through a dedicated RMT (subject to a Best Invention Strategy assessment) or through the regular update to CS-29.
Considered as Delayed in CAP1243
Rejected by EASA in 2016 in CAP1386
Considered as Ongoing in CAP1877
Progress has now been substantial within the CAA and industry via HeliOffshore, to capture the requirements of this Recommendation.
This has included identification of critical parts with the OEMs, and critical parts training for continuing airworthiness organisations.
This piece will now continue through HeliOffshore (as requested by OHSLG) and the CAA.
STATUS – CLOSED
Recommendation 25 – Closed
R25 - It is recommended that EASA consider developing requirements that could be applied to helicopters which carry out offshore operations in hazardous environments in a similar fashion to those used for aeroplane Extended Operations and All-Weather Operations
The EASA evaluated the potential benefits of developing requirements that could be applied to helicopters carrying out offshore operations in hostile environments, similar to those used for aeroplane Extended Operations and All Weather Operations, concluding that Extended range Twin-engine Operation Performance Standards (ETOPS) could be applied to helicopter design. However, the EASA considers that a review of service experience does not justify a rulemaking task currently.
EASA: This “ETOPS” topic is now reconsidered in frame of LN-OJF SR NORW-2018-006. EASA is reviewing the initial White Paper done in 2015 that was shared with UKCAA in Sept.2015.
Considered as On Track in CAP1243
Considered as Complete in CAP1386
Considered as Ongoing in CAP1877
This item is now considered closed since EASA seems to have abandoned the process and there is no evidence that the current processes need to be changed.
STATUS – CLOSED
Recommendation 26 – Closed
R26 - It is recommended that EASA establish a forum for discussion for best practice and developments on Vibration Health Monitoring (VHM). This forum should include NAAs, operators and VHM manufacturers. The CAA expects that this could be achieved by the end of 2014
Regarding introduction of HOFO, EASA approvals against CS29.1465 are already granted at the end of 2018 for S92, AW139, 169, 189, EC175 and BK117 have been covered.
For AH & LH products, CSI (controlled in-service introduction) are now on-going and should be running for a minimum of two years period.
HeliOffshore published in 2020 version 2 of their HUMS Recommended Practice Guidance from their HUMS working group.
IOGP Report 690 specifies: “Contracted aircraft have a HUMS system installed, which is OEM supported and meets the documented certification requirements, such as CS-29.1465.” This HUMS recommended practice guide is referenced by IOGP Report 690 as a means of compliance.
Rejected by EASA in CAP1243
Rejected by EASA in CAP1386
Considered as Ongoing in CAP1877
This item is now closed due to the work that has been done and the ongoing development by OEMs.
STATUS – CLOSED
Recommendation 29 – Closed
R29 - Recommendations that the offshore oil and gas industry, helicopter operators, helicopter manufacturers and regulators:
It is recommended that the offshore oil and gas industry, helicopter operators, helicopter manufacturers and regulators:
- continue to support the helicopter safety research programme
- establish a less labour intensive, more regularised arrangement between participating organisations for the funding of research projects
- establish via Oil & Gas UK (OEUK) a faster and more focused approach to implementation of successful research projects. This should be in addition to and in advance of the enhancement of the aviation rules and guidance material.
Support for the helicopter safety research programme remains satisfactory, but funding remains ‘ad-hoc’.
No progress has been made in relation to establishing a process for implementing successful research projects in advance of and/or in addition to regulatory action.
Revised date 2016 in CAP1243
Considered as Complete in CAP1386
Considered as Ongoing in CAP1877
This recommendation had been previously closed and now the Helicopter safety research management committee will be reactivated.
STATUS – CLOSED
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