BP’s Unmanned First in USA
BP’s Unmanned First in USA BP have commenced the first commercial use of an Unmanned Air Systems (UAS) over land in the US. Contractor AeroVironment performed the first flight for BP in Alaska on 8 June 2014 under a ‘Certificate of Waiver’ approval from the US Federal Aviation Administration (FAA). While commercial UAS are in use in other countries this is a major first in the US, where the FAA have been facing massive criticism for dragging their heels on regulating commercial UAS use. The UAS in question is a 6.1kg, battery powered, fixed wing AeroVironment Puma AE (All Environment). The Puma AE is operated by a crew of two and can operated out to a radius of 15kms with an endurance up to 3.5 hours. It is in US military service as the RQ-20A. BP Exploration (Alaska) Inc plan to survey pipelines, roads and equipment in and around Prudhoe Bay, Alaska. The company defined its mapping needs for the remote Alaska North Slope last year and issued a request for information in June 2013 to multiple geographic information system (GIS), manned and unmanned aircraft systems companies, selecting AeroVironment for the a proof of concept demonstration. For this contract the Puma AE will be equipped with either a custom integrated LiDAR (Light Detection and Ranging) or its standard electro-optical and infrared sensor payload. Tim Conver, AeroVironment CEO said: Thanks to the FAA’s rigorous, safety-focused certification process for UAS, BP and AeroVironment have launched a safer, better and more cost-effective solution for managing critical infrastructure and resources. BP’s forward-thinking embrace of UAS technology enabled AeroVironment to deliver a comprehensive approach for generating, processing and converting data collected by portable UAS into actionable information that provides tangible economic and operational advantages. Integrated into BP’s routine operations, this new solution is now helping BP manage its extensive Prudhoe Bay field operations in a way that enhances safety, protects the environment, improves productivity and accomplishes activities never before possible. It is reported that: In one application, surveying the 200 miles of roadways built to support North Slope activities is critical to the effective operation of the Prudhoe Bay field. Drill rigs that traverse the roadways span up to 28 feet wide, 132 feet long and weigh up to 3.5 million pounds, with a driver at each end. The highly accurate LiDAR-produced maps delivered by AeroVironment’s Puma AE, along with precision GPS guidance systems, assist drivers in keeping moving drill rigs centered on the roadways, even in low visibility conditions. In 2013 FAA issued restricted category aircraft type (RCAT) certificates for Puma AE and a the larger Insitu ScanEagle for use over water only. The ScanEagle trials, for ConocoPhillips as part of a whale watching project in the Chukchi Sea, were of limited success as the vehicle ditched after its second flight. More Details Watch a video of the Puma AE here: https://www.youtube.com/watch?v=LrdlUwGXQqI FAA press release: http://www.faa.gov/news/press_releases/news_story.cfm?newsId=16354 AeroVironment press release: http://www.avinc.com/resources/press_release/bp-and-aerovironment-launch-first-faa-approved-commercial-unmanned-aircraft UPDATE November 2014: BP has since issued this article, primarily on operations in Alaska, which noted that: Elsewhere, UAVs are helping BP’s exploration team to produce cost-effective 3D models of onshore outcrops in Azerbaijan. At its site in Hull, UK, the unmanned Cyberhawk ‘octocopter’ has helped to assess the integrity of a 100-metre (330-foot) cooling tower, removing the need for scaffolding and people working at height. Aerossurance has experience in UAS going back to...
read moreNTSB: “Going Above and Beyond in Helicopter Safety”
NTSB’s Christopher Hart Visiting the NMSP (Credit: NTSB) NTSB: “Going Above and Beyond in Helicopter Safety” Christopher Hart, Acting Chairman of the United States National Transportation Safety Board (NTSB), has published an article on a recent visit to the New Mexico State Police (NMSP). In 2009 the NMSP’s Special Operation Aircraft Section lost A109E N606SP in a fatal accident taking off from a remote, mountainous landing site in dark (moonless) night, windy, instrument meteorological conditions (IMC) during a search and rescue (SAR) mission. The NTSB report noted that: Contributing to the accident were an organizational culture that prioritized mission execution over aviation safety and the pilot’s fatigue, self-induced pressure to conduct the flight, and situational stress. Also contributing to the accident were deficiencies in the NMSP aviation section’s safety-related policies, including lack of a requirement for a risk assessment at any point during the mission; inadequate pilot staffing; lack of an effective fatigue management program for pilots; and inadequate procedures and equipment to ensure effective communication between airborne and ground personnel during search and rescue missions. The safety issues discussed in this report include the pilot’s decision-making, flight and duty times and rest periods, NMSP staffing, safety management system programs and risk assessments, communications between the NMSP pilots and volunteer search and rescue organization personnel, instrument flying, and flight-following equipment. The Aircraft Owners and Pilots Association (AOPA) have produced an excellent video on this accident: Clearly this was an accident investigation that looked deeply at systemic organisational issues and touched on some of the major risk management issues that are relevant to all SAR, HEMS (Helicopter Emergency Medical Service) and similar missions. After the accident NTSB directed three recommendations to the Governor of the State of New Mexico: Require the New Mexico Department of Public Safety to bring its aviation section policies and operations into conformance with industry standards, such as those established by the Airborne Law Enforcement Association. (A-11-53) Require the New Mexico Department of Public Safety to develop and implement a comprehensive fatigue management program for the New Mexico State Police (NMSP) aviation section pilots that, at a minimum, requires NMSP to provide its pilots with protected rest periods and defines pilot rest (in a manner consistent with 14 Code of Federal Regulations Section 91.1057) and ensures adequate pilot staffing levels and aircraft hours of availability consistent with the pilot rest requirements. (A-11-54) Revise or reinforce New Mexico State Police (NMSP) search and rescue (SAR) policies to ensure direct communication between NMSP aviation units and SAR ground teams and field personnel during a SAR mission. (A-11-55) In his article, Hart explains that the unit went further and also pursued: personal locater beacons for each crew member, Spider Tracks upgrade, Garmin Pilot Pro used with iPad, flight vests with signaling devices and survival gear, environmental equipment upgrade, survival kits, enhanced flight following with New Mexico State Police districts, flight supervision/coordination between commanders, terrain avoidance upgrade, ALEA and other formal safety training, enhanced mission planning and detailed mission briefing, new risk management procedures, crew endurance/management, an aviation safety training program, aircraft section standard operating procedures, tactical flight officer program, and improved coordination with ground assets. Hart concludes: After an accident, a strong response like the New Mexico State Police’s helps to prevent a recurrence. And by learning from the robust measures that the...
read moreEASA Annual Safety Review 2013 Published
EASA Annual Safety Review 2013 Published The European Aviation Safety Agency (EASA) Annual Safety Review for 2013 is now available at: http://easa.europa.eu/system/files/dfu/199751_EASA_ASR_2013.pdf In 2013, there were 18 accidents involving EASA Member State operated Commercial Air Transport aeroplanes. EASA Executive Director Patrick Ky commented: In 2013 there was no fatal accident in commercial air transport aeroplanes in the EASA Member States. Since 2007, there has been a marked decrease in the number of accidents and in the number of persons injured. This consistent trend indicates there is firm improvement in safety. However, we should never overlook that maintaining safety requires vigilance, as a single fatal accident can stop or even reverse this positive trend. The 32 EASA Member States (the 28 European Union Member States plus Iceland, Liechtenstein, Norway and Switzerland) now have a lower scheduled commercial air transport fatal accident rate per million flights (1.8) than any other region (which range from 1.9 for North America to 38.3 for Africa). In 2013 there were 7 commercial air transport helicopters accidents, of which 3 were fatal. The most common type of helicopter accident was “loss of control in flight”. Over the past 10 years the onshore sector have been responsible for 77% of the helicopter commercial air transport fatalities. Aerial work accidents in 2013 were 12% lower for aeroplanes and 24% lower for helicopters than the annual averages for 2002-2011. However, while there was a 35% reduction in the number of aerial work aeroplane fatal accidents aerial work helicopter fatal accident numbers decreased by only 2%. The top 3 operation types in fixed wing aerial work fatal accidents were fire-fighting, aerial survey and photography operations. For helicopters the top 3 were construction, ‘other’ and photography operations. The number of accidents involving General Aviation light aircraft in 2013 has decreased by 10% when compared with the average annual GA accidents for 2008-2012, with a 16% reduction in fatal accidents. On occurrence reporting generally, EASA report that: At the end of 2013 there was a total of 800,614 occurrences in the ECR [the European Central Repository]. In the early years of the ECR, between 2006 and 2009, there was a steady increase in the number of occurrences that was made available by the Member States. Since 2009 the number of occurrences has begun to stablise in the range of 80,000 to 95,000 occurrences per year. This indicates the Member States are uploading data more routinely. EASA also note: The pooling of such a large number of occurrences in a single database highlights the importance of the ECR as a usable resource that is available to EASA and the Member States in their analysis. The ECR provides a far greater amount of information than would available to any single Member State alone. The challenge is to continually improve the quality of the data provided by the Member States so that the ECR is able to provide enough detailed information to support the decision making process in its own right without the need to refer to other data or information sources. UPDATE 20 October 2015: We cover the issue of the 2014 review. UPDATE 2 July 2016: We examine the 2016 EASA Annual Safety Report. UPDATE 19 June 2017: EASA Annual Safety Review 2017 Published Aerossurance has extensive air safety, risk, accident analysis and regulation experience. For practical aviation advice you can trust, contact us at: enquiries@aerossurance.com Follow us on LinkedIn and on...
read moreFlight Safety Foundation Wins Award for its Basic Aviation Risk Standard (BARS) Program
The Flight Safety Foundation’s Basic Aviation Risk Standard (BARS) initiative to improve aviation safety in the mining and resources sector has been recognised by Australasian Institute of Mining and Metallurgy (AusIMM). The BARS Program was designed to evaluate aircraft operators competing for contracts to carry mining company personnel or undertake specialist aerial work. The aircraft supporting these activities range from small single engine helicopters to commercial airliners, in a variety of challenging environments. According to the Flight Safety Foundation: With aviation being one of the resource sector’s most critical risks, and one that is frequently contracted out to external suppliers, the Foundation identified a need for a universal safety standard for the sector. BARS was developed in conjunction with the resources sector and is a consensus-based industry standard consisting of: A risk-based standard, now at Version 5 An auditing program, that has now completed over 250 audits A range of aviation safety training programs A global safety data analysis and sharing program. So far 28 aviation customers have joined the BARS Program, with the membership spreading outside the mining sector. Through the BARSoft database, member customers are able to view the reports of aircraft operators audited to the BAR Standard. This results in a reduction of audit costs and a reduction in the number of audits on each operator. AusIMM noted the BARS Program raised the level of minimum acceptable standards for aircraft operations worldwide. BARS Program managing director Greg Marshall received AusIMM’s Jim Torlach Health and Safety Award on behalf of the Flight Safety Foundation. Greg Marshall commented: We’re really proud to accept this award from the mining industry and are encouraged in knowing that the program is internationally respected and is helping to improve aviation safety. Under our program aviation suppliers work to comply with one standard – not with the multiple and varying safety standards and protocols that existed previously. Mining companies can be assured their aviation suppliers meet the exacting standards required of the BARS Program. Aerossurance is an aviation consultancy with a proven track record in safety, operations, airworthiness, regulations, contracts and tenders: enquiries@aerossurance.com Follow us on LinkedIn for our latest...
read morePerformance Based Regulation – EASA A-NPA & UK CAA Seminar
Performance Based Regulation (PBR) – EASA A-NPA & UK CAA Seminar EASA A-NPA On 23 May 2014 the European Aviation Safety Agency (EASA) issued an Advanced – Notice of Proposed Amendment (A-NPA) on aviation regulation in Europe and potential updates to Regulation (EC) No 216/2008 (the so called EASA Basic Regulation). The A-NPA is open for comment until 15 August 2014: http://easa.europa.eu/document-library/notices-of-proposed-amendment/npa-2014-12 The A-NPA addresses seven areas of potential change: A performance-based, integrated approach to safety (in line with the International Civil Aviation Organisation’s thinking), Updating the EASA’s safety remit (e.g. being more proportionate to General Aviation, potentially including regulating ground handling and maintaining a central repository of licences and approvals), Extending the EASA’s remit beyond safety (e.g. security, environmental protection, wider involvement in Single European Skies, a greater aviation policy coordination role and potentially an EU central aircraft register) Optimising the use of available resources (allowing Member States to transfer tasks to EASA), Ensuring an adequate and stable EASA funding (raising various alternatives to the current mix of 1/3 EU funding and 2/3 from fees from certain sectors on industry), Further integration of aviation aspects (potentially towards a one tier regulator), and Aviation regulation beyond the EASA’s facets (essentially a question: ‘Is there anything else’ EASA should do?’). The European Commission commentary on the A-NPA is here: http://ec.europa.eu/transport/modes/air/consultations/2014-aviation-safety_en.htm There are many aspects of the A-NPA that will drive passionate comment, as no doubt the authors intended, particularly as some of the concepts mirror the wider debate on European politics. This article will focus on the first of the potential changes discussed, the concept of a performance based approach to regulation, which is a more fundamental issue of safety regulation policy. EASA ran a conference on this very subject 18 months ago: http://easa.europa.eu/conferences/pbo/ EASA observe that, traditionally: … the safety regulatory approach has been mainly reactive to lessons learnt from accidents, serious incidents, or from oversight activities. This approach employs a prescriptive, compliance-based system addressing the different aviation domains. and The rapid increase of traffic volume… encourages an even more proactive and even predictive system, thanks to the vast amount of data now available in…a digitalised world full of monitoring systems. This suggests the development of a full Performance-Based Environment (PBE) including, amongst others, the establishment of safety performance indicators and targets. While a performance based approach is not intended to replace the current regulatory system, it was inevitable that as more aviation organisations implement and mature their own Safety Management System, improvements would be made by the industry faster than the traditional, prescriptive rule-making system. While standardisation is still important in some areas, perhaps we will see more industry standards and less prescriptive regulation. UK CAA Seminar In the same week UK CAA staged a seminar for industry in Gatwick on their planned transition to Performance Based Regulation (PBR), which gave an insight to what this new approach will look like. Mark Swan (CAA Director, Safety & Airspace Regulation Group) explained that this involves “a more risk and performance-based approach…by building a picture of aviation safety performance across the total system”. In many ways it was clear from the CAA presentations that this transformation will require a major cultural shift in how individual regulators work. In crude terms it means less compliance focused ‘auditing’ and more ‘reviewing’ of effectiveness backed by good exchange...
read moreCanadian Mining Air Accident (Cessna 208B Caravan)
Canadian Mining Air Accident (Cessna 208B Caravan) In May 2014 the Canadian Transportation Safety Board (TSB) issued their report into a Loss of Control Inflight (LOC-I) accident to a Cessna 208B Caravan on 18 November 2012. The aircraft was on charter to a local mining company to transport employees the 310nm between Snow Lake and Winnipeg, Manitoba. The Flight The TSB report that: …shortly after take-off, the aircraft descended and struck the terrain in a wooded area approximately 0.9 nautical miles beyond the departure end of the runway. The pilot was fatally injured, and the 7 passengers sustained serious injuries. The aircraft was destroyed by impact forces, and a small fire ensued near the engine. Fortunately the fires was due to spilt engine oil which was quickly burnt off, so the fire extinguished. TSB state: The investigation concluded that the impact forces exceeded the crashworthy design limits of the aircraft. The buckling or compression of the subfloor structure, along with the flexing or movement of the instrument panel, and the collapsing and forward positioning of the pilot’s seat, reduced the livable space for the pilot to the degree that the accident was non-survivable. The front seat passenger was knocked unconscious, but likely survived [only] due to the aft-most positioning of that seat. Fortuitously the Emergency Locator Transmitter activated successfully and some passengers had mobile phone contact. Even so, despite an impact close to the airfield: Response to the site was delayed by approximately 3 hours, because of uncertainty as to the exact location of the site and difficulty in moving vehicles through the rocky and wooded terrain. The Pre-History Even 3 hours after the accident rime ice was found adhering to the leading edge of the vertical stabilizer. In fact the TSB note that: The weather conditions on the day before the accident were conducive to the accumulation of rime ice in cloud. The aircraft had an accumulation of rime ice on its wing and tail leading edges, left from the incoming flight to Snow Lake on the day before the accident. This implied to the TSB that the previous flight had been conducted Instrument Meteorological Conditions which were outside the operator’s approval (they were cleared for visual conditions only) and for which the pilot was not qualified (he had no Instrument Rating). Witnesses observed that: Although the pilot made an attempt to remove the ice before [the final] flight, a significant amount of it remained on the aircraft. No de-icing or anti-icing fluids were applied to the wing or horizontal stabilizer, and no tactile inspection of the upper wing or tail surfaces was observed. The ice on the leading edges of aircraft’s wings and tail would have reduced available lift, added extra weight, increased aerodynamic drag, and thereby reduced its take-off and climb performance, increased its stall speed, and impaired the protection afforded by its stall warning system, which is activated at a pre-set angle of attack based on a clean wing. TSB also note that on the day of the accident, the cloud ceiling was still lower, further increasing the chances of ice forming. Additionally the TSB identified another shortfall on the operator’s management (or ‘operational control’) of flights that increased risk even more: The aircraft’s gross weight at take-off exceeded the aircraft’s allowable gross weight in icing conditions of 8550...
read moreThe Rise of the ‘Super Mediums’: EC175 & AW189
The Rise of the ‘Super Mediums’: EC175 & AW189 2014 sees the emergence of a new category of 7-8t ‘super-medium’ helicopters, capable of carrying 16 passenger in offshore configuration, lead by the AgustaWestland AW189 and Airbus Helicopters EC175. These fill the gap between the 19 passenger, 11-12t ‘heavies’ (the Sikorsky S-92A and Airbus EC225) and the ‘mediums’ (such as the 10 passenger Airbus AS365 Dauphin & EC155, Bell 412 and Sikorsky S-76 series, that weigh in at around 4.5-5t, and the slightly larger 12 passenger AgustaWestland AW139 launched at 6.4t). EC175 (since re-branded as the H175) Eurocopter (now Airbus Helicopters) launched the EC175 programme in December 2005, when Eurocopter signed a development agreement with Chinese partners (the Harbin Aircraft Industry Group) to develop a new aircraft in the 7.5t class. The Chinese version will be certified separately as the Z15. The company’s newest heavy type, the 11t EC225 had entered service that summer with launch customer Bristow. The EC225’s main competitor the 12t Sikorsky S-92A had entered service with PHI in the Gulf of Mexico in September 2004 and in Norway with Bristow February 2005. Both EC225 and S-92A were larger, more capable aircraft than the preceding heavy generation, capable of longer range flights with a full 19 passenger load. However, while that capability was welcome for some offshore helicopter contracts, it was not cost effective for every contract. The main stay of the Northern North Sea (NNS) fleet had previously been 18 seat 8.6t AS332Ls. These aircraft continued to be popular for some of the shorter range (100-150nm) contracts and some of the ‘thinner’ contacts that don’t need 18 or 19 seats. In other locations, such as the Southern North Sea (SNS), helideck size restricts use of the larger aircraft too. Hence, the potential for ‘super-mediums’ emerged. Initially the EC175 hit milestones on schedule. The Preliminary Design Review was in December 2006, the Critical Design Review in December 2007, public unveiling at Heli-Expo 2008 in Houston and first flight in December 2009 from the Airbus factory at Marignane, just outside, Marseille. In 2010 EASA and the Chinese aviation authority, the CAAC signed a cooperation agreement for the parallel certifications of the EC175 and Z15: http://easa.europa.eu/system/files/dfu/EC175%20Z15%20Working%20Arrangement.pdf Unfortunately EC175 progress slowed. Some press reports in late 2012 suggested that development of the proprietary Helionix avionics had been ‘far more demanding and complex than for previous legacy avionics systems’. Others suggest that the EC225 main gear box diverted attention. No doubt the reality was more complex. Type certification consequently delayed from late 2011 until February 2014, just days before its main rival, the AW189. At the same time an EC175 was undergoing cold-weather testing at Yellowknife in Canada’s Northwest Territories to expand the certified temperature envelope, with other envelope expansion testing at high temperatures and high altitudes due this summer. During May 2014 Airbus Helicopters carried out a successful North Sea demonstration tour, visiting Norwich, Aberdeen, Stavanger, and Ostend. Video from Norwich: https://www.youtube.com/watch?v=_AZ67PNo3XQ Video from Aberdeen: https://www.youtube.com/watch?v=_zFmieqU0QQ Video from Stavanger: http://youtu.be/0VQ6iShi0sY Deliveries to Belgian operator Noordzee Helikopters Vlaanderen (NHV), Russia’s UTAir and Héli-Union of France are expected later in the year (Q3 Aerossurance expects). Certification of an increase in take off weight to 7.8t is planned for 2016. EASA Type Certificate Data Sheet for the EC175: http://easa.europa.eu/system/files/dfu/EASA-TCDS-R.150_EC175%20-01-05022014.pdf Airbus Helicopters Technical Data: http://airbushelicoptersinc.com/images/products/EC175/EC175-TechData-2014.pdf UPDATE 18 September 2014: Coverage from Vertical Magazine reporting: Through mid-September, a total of nine pilots have gone through the training, according to Allongue, including instruction...
read morePilatus PC-24 Sell Out – But What Next?
Pilatus PC-24 Sell Out – But What Next? The sales team from Swiss aircraft manufacture Pilatus must be feeling pretty pleased with their performance at the European Business Aviation Conference and Exhibition (EBACE) in Geneva last week, selling 3 years of production. In all, the company took non-refundable deposits for 84 aircraft. It was a deliberate decision only to market the 2017-2019 production slots, no doubt a neat way to encourage a future sales frenzy (perhaps at the show in the US in November 2015?). The first customers included: Falcon Aviation Services, United Arab Emirates: 2 PC-24s Jetfly, Luxembourg: 4 PC-24s PlaneSense, USA: 6 PC-24s Royal Flying Doctor Service of Australia (Western Operations): 3 PC-24s, incl. option for 1 additional aircraft U-Haul International, USA: 2 PC-24s Company Chairman Oscar Schwenk said: “EBACE 2014 delivered an incredible vote of confidence in Pilatus and our new business jet. Customers who opted for the PC-24 include both prestigious fleet operators and individuals of international stature such as Peter Brabeck, Chairman of the Board of Directors of Nestlé – to name just one. This is a huge source of motivation for us all and I can assure you that we will do our utmost to drive the PC-24 project ahead as planned.“ The PC-24 is an intriguing new aircraft. It’s a twin engine business jet priced at $8.9 million (in 2017 dollars). It can seat 6-8 in business configuration and up to 10 in high density seating. But it is more than just another business jet. The PC-24’s unique selling point is mission flexibility. It has with good field performance and a modest 81kt stall speed, capable of operating from 2,690ft / 820m strips, with a unpaved strip capability, giving access to 12,0o0 paved and 9,000 unpaved strips according to Pilatus. It has a pallet-sized 51x49in / 1.30×1.25m PC-12 style cargo door and a flat-floor 501ft³ / 14.2m³ cabin, ideal for cargo, medevac missions and installing special mission equipment. Aerossurance is convinced this is a versatile aircraft type that will make its mark in the oil & gas and mining sectors (among others). The PC-24’s Advanced Cockpit Environment (ACE™) avionics suite was developed by Pilatus in partnership with Honeywell. The aircraft has a Max Take Off Weight of 17,650lb / 8,005kg and a maximum payload of 2,500lb / 1,135kg. With full fuel the payload is 915lb/ 415kg. It has a range of 1,950nm / 3610km flown single pilot with 4 passengers (NBAA IFR reserves, 100-nm alternate). Powered by two Williams FJ 44-4A engines with a max take-off thrust of 3,400lbf each, high-speed cruise speed is 425kts at 30,000ft. Rollout of the first PC-24 is scheduled for 1 August (Swiss National Day) at the Pilatus factory in Stans. On the same day the company will celebrate its 75th anniversary. The PC-24’s first flight is planned early 2015 with EASA certification and entry into service in early 2017. But what will follow? The Pilatus business model is to always have one new product in development in order to maintain continuity for their design team. So as the PC-21 military trainer started flight test, preliminary design of what became the PC-24 commenced. Pilatus have typically alternated military and civil projects in the last 20 years. What next? An smaller aerobatic elementary trainer to take on SF260TP and the Grob 120? Or perhaps they will break the cycle and target another civil aircraft. With the PC-12 and PC-24 neatly covering niches in the utility/corporate sector with an emphasis...
read moreMood of UK Oil and Gas Industry Remains “Prudent”
The Q1 2014 Oil & Gas UK Business Sentiment Index reveals that while the industry’s optimism has continued to decline, it remains positive, at six points above zero on the -50 to +50 index. Oil & Gas UK say that: “The low levels of drilling, and cost pressures caused by; increasing operating costs, the tight labour market, and changes to the industry’s fiscal environment may have contributed towards a dampening of optimism in the industry.” Uncertainty, until just a few days ago regarding proposed CAA seating restrictions, may not have helped. However, Oonagh Werngren, Oil & Gas UK’s operations director, commented: “If the current rate of investment is sustained, we believe that there is real hope for the long term future of this industry as the UK Continental Shelf has the potential to secure up to a further 24 billion barrels of oil equivalent (boe) – with our industry taking active steps to recover those resources beyond 2050.” The full report can be found here: http://www.oilandgasuk.co.uk/publications/viewpub.cfm?frmPubID=811 Follow us on LinkedIn for our latest...
read moreForthcoming Helicopter Safety Events
There are two key helicopter safety events in the next month or so, both of which Aerossurance will be attending. On 4 June 2014, Oil & Gas UK will be holding its annual Aviation Seminar on 4 June 2014 at the Aberdeen Exhibition & Conference Centre. Topics to be discussed are: Are we rebuilding UK offshore workforce confidence in the safety of daily helicopter operations? What more can be done to ensure that we provide safe, efficient and reliable helicopter services in support of offshore oil and gas operations? Places are selling out fast. For more details see: http://www.oilandgasuk.co.uk/events/event.cfm?frmEventID=583 Meanwhile in London 3-4 July 2014 there will be a landmark conference on the introduction of automation to helicopters titled: Technology: Friend or Foe? The Royal Aeronautical Society is uniquely placed to bring interested parties together to discuss and influence ways in which helicopter design, operation and training can be further improved. The importance of human factors will be theme, from the need for human centric design to the need for effective operational procedures, crew training and cooperation. The keynote addresses will be given by Mark Swan, Head of the UK CAA’s Safety and Airspace Regulation Group, and Captain Tim Rolfe, Director, Quality, Safety & Standards, Bristow Group. However, the programme is who’s who of highly respected experts. For more details see: http://aerosociety.com/Events/Event-List/1460/Technology-Friend-or-Foe-The-Introduction-of-Automation-to-Offshore-Operations Aerossurance is a member of Oil & Gas UK and our founder is a Fellow of the Royal Aeronautical Society. If you are attending either event, please feel to drop us an e-mail as we’d love meeting face to face! enquiries@aerossurance.com Follow us on LinkedIn for our latest...
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