HELICOPTER SAFETYSTEERINGGROUP TIM GLASSPOOL / ALAN CHESTERMAN

CO-CHAIRS

WHAT HSSG HAS ACHIEVEDA trusted communications link to the Offshore workforce

• Working hard to increase workforce confidence in Helicopters.

Production of Newsletters to educate and inform

• How Commercial Air Transport Regulation Works• The facts behind RTB’s• The outcomes of the various investigations and inquiries as they are published

Facilitated the re-introduction of the EC225 with additional safety measures

• Workforce engagement presentations• Factory visits• Appointment of third-party experts

Has provided the means to keep the industry aligned and flying after each accident

THE FUTURE OF HSSG

Even before CAP 1145 the HSSG was changing.

More focused

• Smaller group of business leaders• Prioritised tasks – ranked on safety improvement

Increased ownership of the issues

• Fewer tasks, faster implementation

Accountable to achieve targets

• Individuals accountable to the Group for achieving defined targets. With the results a matter of public record.

HSSG STRATEGY• First meeting 23rd Jan, attended and fully supported by Bristow,

Bond and CHC MDs.

• Helicopter manufacturers represented.

• By invitation only from next meeting 20th March.

• Prioritisation of key activities underway.

4

WORK PLAN – CONSOLIDATE AND PRIORITISE BY 1Q

4Q 1Q 2Q 3Q 4Q

HSSG meetings

Other meetings & key events

G-WNSB investigation AAIB

Monitor lessons from incidents HSSG

CAA operations and safety review Recommendations and actions CAA

Initial & recommendations & actions Operators

Follow-up activities

Draft strategy and activities

New HSSG constituents

Review & revise HSSG / ASTG activity plans

Regular E-updates

Lessons learned findings / actions

Potential New Key Projects

Projects from CAA & Operators reviews

Standard dontract technical requirements TBC

Escape and Survival study TBC

Current Projects

Develop recommendations ASTG

Encourage implementation HSSG

Communicate production version to industry OGUKImplementation by industry (summer activity) Industry

Follow-up review & improve Industry/HSSG

Improved helideck lighting

Weather Station Network

HUMS AAD

Heli-Operators Joint Safety Review

Comms Group

HSSG Strategy and work plan

Heli-contracts

Helicopter escape and survival

Operating procedures and training

Workforce Communication

Lessons from Incidents

2014Actvities WhoProject

Ongoing

Ongoing

20/3 22/5 24/7 25/9 27/11

13/3

CAP 1145Produced internally by the CAA in response to the Transport Select Committee Inquiry into helicopter safety

An 18-month report produced in 4 months.

The CAA have been under fire from various quarters regarding tougher regulation and oversight – this is the response.

The timelines are deliberately aggressive to force a response from the industry.

SOME IMPLICATIONS OF CAP 1145Availability of Cat A EBS

• Helicopter seating restrictions

Helicopter Operations at high Sea States

• No real change from the current situation• Side floating helicopters are several years away

Emergency exit size limitations

• Methodology and impact still to be determined

Each requirement will become legally enforceable through the publication of CAA Operational Directives.

• These will apply to all UK registered aircraft around the world, and to all aircraft operating in the UKCS, regardless of their State of Registration

THE ROLE OF HSSGA new helicopter offshore safety forum has been established to drive forward the actions and recommendations from CAP 1145

The role of HSSG will be to communicate and facilitate these issues, and those of the Joint Operators Review (JOR)

For example;

• Passenger sizing relative to emergency exits. How will this be achieved? It cannot be decided at the check-in desk.

• Allocation of Cat A EBS. This needs to be managed across the UKCS, not just on a company-by-company basis

HSSG will work with OGUK, the helicopter operators and the CAA to determine how best to proceed.

CAP 1145 RESPONSE – EBS WORKGROUP

19 MARCH 2014

CAA ACTION 8A8. With effect from 01 June 2014, the CAA will prohibit the occupation of passenger seats not adjacent to push-out window emergency exits during offshore helicopter operations, except in response to an offshore emergency, unless the consequences of capsize are mitigated by at least one of the following:

All passengers on offshore flights wearing Emergency Breathing Systems that meet Category ‘A’ of the specification detailed in CAP 1034 in order to increase underwater survival time;

Fitment of the side-floating helicopter scheme in order to remove the time pressure to escape.

SCiS Terms of Reference

To introduce a fit-for purpose Category A Emergency Breathing System (EBS) for passenger use in helicopters servicing the UK offshore oil and gas Industry.

The EBS must be integrated with the other survival systems in passenger use, easy and comfortable to use, with a minimal training requirement.

CAP 1034 - CAT A EBS

KEY REQUIREMENTS

• Have the capability to be deployed both in air and underwater.

• The EBS shall be simple to deploy and capable of being operated with either hand.

• No more than one action should be required to activate the system on submersion.

• Subjects should be provided with a means to prevent water from entering the nose.

• It shall be fully possible to deploy category A EBS in less than 12 seconds with one hand.

• It shall be demonstrated that the mouthpiece can be deployed within 10 seconds.

• Cold water performance; EBS systems used in testing to define the standard provided sufficient breathing air for a duration >60 seconds in cold (12oC) water.** Depends on actual water temperature, deployment depth, individual fitness level and breathing rate.

EMERGENCY BREATHING SYSTEMS

Three types of EBS are currently available to provide short term air supply for emergency escape.

• Re-breather (Category B) EBS uses a bag acting as an artificial lung – the user takes a breath before immersion, breathes into the bag and rebreathes air from the bag.

• Compressed Air (Category A) EBS is a small aqualung; air stored in a small cylinder at high pressure is released by a regulator for breathing.Canada currently uses this type of EBS.

• Hybrid (Category B unless modified) EBS is a re-breather with a small CA cylinder that releases air into the bag on immersion. The user rebreathes air from the bag in the same way as a non-hybrid re-breather but need not take a breath before submersion.UK currently uses this type of EBS.

PROJECT TEAM Name Organisation Representation

Colin Griffiths TSEUK Chair

Dr. Sue Coleshaw SRK Coleshaw EBS SME*

Greg Allanach Survivtec Safety Equipment Provider*

Davie Hunter Shell O&G Duty Holder Aviation SME

Drew Wilson Lloyds SI971 Rep

Jon Hopkinson CHC Helicopter Service Provider

Emily Taylor Step ChangeSecretariat/Senior Business Analyst

Name Organisation Representation

David Doig OPITO Group Chief Executive

Mark Neilson OPITO Technical Director

Chester Armstrong

CAAFlight Operations Manager (Helicopters)

Dave Howson CAA Research Project Manager

Dominic Cortizo

CAA Specialist

Chris Sherman HSE Chief Inspector of Diving

Robert Paterson

OGUKHealth, Safety & Employment Issues Director

Les Linklater SCiS Team Leader

EXTERNAL CONTACTS