UAS View of Lomond Offshore Installation
UAS View of Lomond Offshore Installation Stunning ‘drone’* footage of the BG Group Lomond installation in the Central North Sea has been uploaded to YouTube by Gary Hay. Alongside the platform, joined by a ‘bridge’, is the semi-submersible accommodation vessel Borgholm Dolphin, hence the helideck on Lomond is marked as closed due to the infringement of the 210° sector (see CAP437). The weather and the accommodation vessel indicate this was filmed during the TAR season – the annual summer maintenance Turnaround period. https://www.youtube.com/watch?v=v3B9lKJ7ATA&feature=player_detailpage The video shows the great potential for remote inspection using unmanned systems. The UK Civil Aviation Authority (CAA) guidance on UAS operation is CAP 722 (Unmanned Aircraft System Operations in UK Airspace – Guidance). The operator of this UAS is not identified in the video, however BG Group has used Sky-Futures previously. Other companies in the offshore inspection sector include Cyber-Hawk, who have just completed their 10,000th commercial flight. We recently discussed a less welcome use of an unmanned system in the US: Firefighters Turn Hose on Drone * In an alphabet soup of acronyms Drones are more correctly referred to as Unmanned Air Systems (UAS) or Remotely Piloted Air Systems (RPAS). Aerossurance can bring experience in unmanned systems back to 1994 to your projects. For aviation advice you can trust, contact us at: enquiries@aerossurance.com Follow us on LinkedIn and on Twitter @Aerossurance for our latest...
read moreB737 Speed Decay, Automation and Distraction
B737 Speed Decay, Automation and Distraction The Australian Transport Safety Bureau (ATSB) have reported on a serious incident involving Virgin Australia Boeing 737-800, VH-VUR on 7 November 2014. The aircraft was climbing out of Adelaide and the crew used Vertical Navigation (VNAV) autopilot mode, selecting level change (LVL CHG) mode at FL250. The aircraft continued to climb at 280 KIAS and as designed the autopilot changed from maintaining a fixed indicated airspeed to a fixed Mach Number at FL265. That Mach Number was M0.69 (280 KIAS at FL265). The aircraft continued to climb to FL390 when the captain noticed that the indicated airspeed had decayed to the minimum manoeuvring speed (216 KIAS). The crew initiated an acceleration to M0.77. The aircraft continued for a safe landing at Brisbane without further incident. ATSB report that: The captain recalled that LVL CHG mode may have been selected to manage continued climb through a layer of turbulence. The crew intended to re-select VNAV mode when LVL CHG mode was no longer required, but inadvertently overlooked that selection. They also say: During the operator’s investigation into the incident, the crew commented that a number of distractions may have contributed to the incident. The crew commented that sun glare was particularly problematic – the glare was directly through the windscreen for the duration of the climb. The crew also commented that they may also have been distracted by air traffic control and cabin-related communication requirements, and other air traffic in their vicinity. Additionally, both pilots consumed breakfast during the climb (at separate times), which may have provided a source of distraction. The ATSB issued a report, Dangerous Distractions, in 2005 which concluded: …the findings have shown that distractions have the potential to significantly threaten flight safety across all sections of the industry and during all phases of flight. Clearly, strategies to minimise pilot distraction need to be developed and designed with particular attention to the operations being undertaken. On this incident the ATSB comment: During the operator’s investigation into the incident, the crew commented that a number of distractions may have contributed to the incident. The crew commented that sun glare was particularly problematic – the glare was directly through the windscreen for the duration of the climb. The crew also commented that they may also have been distracted by air traffic control and cabin-related communication requirements, and other air traffic in their vicinity. Additionally, both pilots consumed breakfast during the climb (at separate times), which may have provided a source of distraction.” In 2010, the European Aviation Safety Agency (EASA) issued a Safety Information Bulletin on the subject of Flight Deck Automation Policy – Mode Awareness and Energy State Management. UPDATE 17 April 2016: C-130J Control Restriction Accident, Jalalabad UPDATE 18 September 2016: AAIB: Human Factors and the Identification of Flight Control Malfunctions UPDATE 8 July 2018: Distracted B1900C Wheels Up Landing in the Bahamas UPDATE 13 January 2019: Human Factors of the Selection of Parking Brake Instead of Speed Brake During a Hectic Approach (ERJ145 at Runway Excursion at Bristol) UPDATE 10 July 2019: Fatal B206L3 Cell Phone Discount Distracted CFIT UPDATE 16 January 2021: UK CAA have issued this infographic on distraction: Aerossurance has extensive air safety, human factors, flight operations and safety investigation experience. For aviation advice you can trust, contact us at: enquiries@aerossurance.com Follow us on LinkedIn and on Twitter @Aerossurance for our latest...
read moreUS Part 5 SMS Progress
US Part 5 Safety Management System Progress (June 2015) US Part 121 air carriers now have less than 3 months to submit their Part 5 Safety Management System (SMS) implementation plans to the Federal Aviation Administration (FAA). Of course the more proactive US Part 121 operators have already introduced an SMS. After a long rule-making process, the final rule was issued in March 2015 requiring: …each air carrier operating under 14 CFR part 121 to develop and implement a safety management system (SMS) to improve the safety of its aviation-related activities. During rulemaking the FAA clarified that this only related to their Part 121 aviation activities and not those conducted under any other approval (such as Part 145). It should be noted that the FAA has chosen not to require other organisations, in particular Part 135 operators, to implement an SMS (an omission we expect to regularly feature in future air accident reports). The FAA estimated that the rule applies to around 90 operators (30 of whom employ more than 1,500 people). In their Cost Benefit Analysis (CBA), the FAA estimate the cost of implementation will be $135 million (in 2010 $) over 10 years and give estimated benefits (using $8.9mn per life) of between $104 million and $242 million over the same period. They note that: The FAA’s Office of Accident Investigation and Prevention identified 123 accidents involving part 121 air carriers from fiscal year (FY) 2001 through FY 2010 for which identified causal factors could have been mitigated if air carriers had implemented an SMS to identify hazards in their operations and developed methods to control the risk. Part 5 is structured as follows: Subpart A—General 5.1 Applicability. 5.3 General requirements. 5.5 Definitions. Subpart B—Safety Policy 5.21 Safety policy. 5.23 Safety accountability and authority. 5.25 Designation and responsibilities of required safety management personnel. 5.27 Coordination of emergency response planning. Subpart C—Safety Risk Management 5.51 Applicability. 5.53 System analysis and hazard identification. 5.55 Safety risk assessment and control. Subpart D—Safety Assurance 5.71 Safety performance monitoring and measurement. 5.73 Safety performance assessment. 5.75 Continuous improvement. Subpart E—Safety Promotion 5.91 Competencies and training. 5.93 Safety communication. Subpart F—SMS Documentation and Recordkeeping 5.95 SMS documentation. 5.97 SMS records. See also AC120-92B, reissued in January: This advisory circular (AC) provides information for Title 14 of the Code of Federal Regulations (14 CFR) part 121 air carriers that are required to implement Safety Management Systems (SMS) based on 14 CFR part 5. Specifically, this document provides a description of regulatory requirements, guidance, and methods of developing and implementing an SMS. This AC may also be used by other aviation service providers interested in voluntarily developing an SMS based on the requirements in part 5. FAA also chose not to reflect the ICAO Annex 6 standard of Flight Data Analysis Programme (FDAP) aka Flight Data Monitoring (FDM) aka Flight Operations Quality Assurance (FOQA) in the rule. They give the excuse that smaller operators with older (more difficult to modify) aircraft would not be able to afford it. However they provide no economic justification. We do however have past concerns that the FAA’s fondest for fines may undermine that implementation. Prof Sidney Dekker comments on the danger that an SMS can become a “self-referential system”: a system that just exists for itself and is a sponge for data but one from which intelligence never...
read moreFirefighters Turn Hose on Drone
Firefighters Turn Hose on Drone With the continued popularity and sales of camera equipped ‘drones’* it was probably inevitable that this would happen, but one drone operator John Thompson got more than he bargained for while filming a house fire on 4 June 2015 in the US. The firemen turned the hose on the drone… The ‘attack’ happens at about 12 mins. Perhaps surprisingly the drone is able to continue operating. The use of such vehicles in and around emergency sites has caused concern to first responders and air operators previously, particular as police, air ambulance, SAR and fire fighting helicopters could be operating in their vicinity. https://www.youtube.com/watch?v=5Aj0BJi9Hcg&feature=player_embedded At another fire in March 2015, a news gathering helicopter spotted a drone flying above another news helicopter and filmed the drone and ultimately tracked the operator to their home. In the US Know Before You Fly is an education campaign founded by the Association for Unmanned Vehicle Systems International (AUVSI), the Academy of Model Aeronautics (AMA), and the Small UAV Coalition in partnership with the Federal Aviation Administration (FAA). Its aim is to educate prospective users about the safe and responsible operation of UAS. The UK Civil Aviation Authority (CAA) has issued this video: https://www.youtube.com/watch?v=A6uU1LTdI8M&feature=player_embedded * In an alphabet soup of acronyms Drones may be referred to as Unmanned Air Systems (UAS), Remotely Piloted Air Systems (RPAS), Small Unmanned Aircraft (SUMA) or model aircraft depending on their size and local regulations & custom… UPDATE 17 October 2016: EASA Issue Drone Safety Risk Portfolio and Analysis UPDATE 9 January 2017: We also discuss the risk to manned helicopters of drone strikes. With UAS experience going back to the mid 1990s Aerossurance can provide expert advice on aviation safety, UAS and aviation regulation. For practical aviation advice you can trust, contact us at: enquiries@aerossurance.com Follow us on LinkedIn and on Twitter @Aerossurance for our latest updates. ...
read moreCessna Citation Excel Controls Freeze
Cessna Citation Excel Controls Freeze On final approach to Traverse City, MI on 26 March 2014 the Pilot Flying of a Cessna Citation Excel N580QS discovered that the aircraft rudder pedals were ‘hard or frozen’. The results of the subsequent investigation published by the National Transportation Safety Board (NTSB) revealed an unusual dormant failure. History of the Flight After a night stop in Florida on 25 March 2014, the aircraft departed for MI with 2 pilots and 2 passengers aboard on a Part 91 Subpart K: Fractional flight which was: …uneventful until landing. The auto-pilot and yaw damper were turned off on final approach and the flying pilot (right seat pilot) noted the rudder pedals were hard or frozen during the landing. He was able to make an uneventful landing. Once safely on the runway, the flight controls were passed to the non-flying pilot (left seat pilot) to confirm the rudder pedal situation. The non-flying pilot confirmed the hard or frozen pedals. Once slowed to a safe speed, the rudder pedals were freed enough for the crew to be able to taxi to the ramp without further issues or assistance. After parking, the rudder still felt stiff and required more input that normal to operate. Once the airplane was powered down, the rudders pedals still had the same stiffness that was noted during the taxi. Investigation On examination: Water was observed draining from the black foam wrap around the [galley] drain tube’s heating element, and the black foam exhibited deformation consistent with the expansion of frozen water. Removal of the foam revealed an opening in the drain tube. Testing of the galley drain heating element revealed that it was inoperative. Black foam deposits were observed on a rudder cable, but no rudder system anomalies were detected. Laboratory tests revealed that an opening in the drain tube caused the rudder cables to freeze to the drain mast, and some additional force above a baseline was needed to break the simulated rudder pedals free from a static position. At the time of the incident, the airplane’s approved inspection program did not specify that the galley drain tube or heater should be inspected. Additionally, the failure of the galley drain heater is not annunciated to the flight crew nor to maintenance personnel. The NTSB determined the Probable Cause of this incident to be: The inoperative galley drain tube heater, which allowed water within the tube to freeze and led to its failure; the tube’s failure allowed water to drain onto the rudder cables and freeze and resulted in the rudder binding during landing. Action and Previous Incidents The operator, Netjets, checked their fleet of Citation Excels in the two weeks following this event. Three more aircraft, N654QS, N698QS, and N577QS, had deformed galley drain tube insulation indicating previous freezing water damage. The operator reviewed their usage rate in reference to the drain tube and its heater. The operator reported that in 2012 the drain tube heater, part number 105881, was replaced 12 times, in 2013 it was replaced 13 times, and in 2014 it was replaced 41 times. In 2012, the left hand weld assembly(drain tube), part number 6619292-7, was replaced 12 times, in 2013 it was replaced 8 times, and in 2014 it was replaced 18 times. They subsequently stated to the NTSB: As indicated in...
read moreUK OHSAG April 2015 Minutes
UK Offshore Helicopter Safety Action Group (OHSAG) April 2015 Minutes The UK Civil Aviation Authority (CAA) has just published the minutes of the 28 April 2015 meeting of the Offshore Helicopter Safety Action Group (OHSAG), the second of the year. The OHSAG was formed as a result of the ‘Civil Aviation Authority Safety Review of Offshore Public Transport Helicopter Operations in Support of the Exploitation of Oil and Gas’ (CAP1145). Among the items of note: A Feedback Report on the OHSAG, produced by management consultancy Socia, was discussed. Their recommendations are not recorded. CAA gave a presentation on proposals on Recommendation R8 of CAP 1145 following receipt of the Normally Unattended Installation (NUI) Firefighting Protection report produced by Cranfield University. The CAA stated their proposals (not detailed in the minutes) “introduced a proportionate, collaborative and risk based solution to the recommendation” with the CAA stating they were keen to be pragmatic. CAA took an action to “forward a copy of the report, CAA proposals, bow tie models and presentation to members of the group as soon as possible following the meeting”. CAA presented an update on the work done with the helicopter operators on bow tie models and the development of Safety Performance Indicators (SPIs). 50,000 workers had been measured as part of the initiate on passenger size and shape with their data entered into the Vantage POB system to aid seating next to appropriately sized exits. 82,000 passengers have had dry training on the use of EBS. The CAA have now identified a focal point for aircrew EBS. However, it was reported that trials of aircrew EBS had not so far progressed as successfully as hoped. A press release regarding pilot training is being drafted by CAA. In relation to non-UK offshore operators operating in the CAA confirmed they “had spoken to the other NAAs involved, and had carried out a successful inspection with the operators involved”. The Irish Aviation Authority attended this meeting. The next meeting is scheduled 28 July 2015. Aerossurance covered the January 2015 minutes here and attended a presentation this week by CAA to the Oil and Gas UK Aviation Seminar on the work or the OHSAG. Aerossurance is an Aberdeen based aviation consultancy. For expert advice you can trust on offshore helicopter safety, operations, airworthiness, survivability and contracting matters, contact us at enquiries@aerossurance.com Follow us on LinkedIn and on Twitter @Aerossurance for our latest updates. ...
read moreEASA North Sea Offshore Helicopter Operations Review
EASA North Sea Offshore Helicopter Operations Review Today the European Aviation Safety Agency (EASA) open the sealed bids for a new research study, EASA.2015.HVP.01, entitled: Helicopter North Sea Operations Management Current Practices Safety Review EASA say: Apart from analysis of past accidents and incidents, the need of more detailed and systematic analysis of the practices employed by the different operators / industry / regulator/ authorities was identified as a means to identify long-term safety improvements and promote harmonisation. They say the study: …is to identify, review and analyse the current practices for offshore helicopter operations namely amongst the North Sea offshore operators. The study is to be conducted in parallel to research and new developments by manufacturers, operators, oil and gas producers, regulators and authorities with regard to transport performances, safety, survivability or automation and needs to encompass the main root causes of past accidents and incidents in the North Sea. The main objective of the study is the development of a comprehensive knowledge base of current practices for helicopter off-shore operations developed in response to the different safety hazards, their respective benefits and constraints as well as the identification of a set of good/best-practices with potential for widespread application. EASA anticipate that the report will be used as “reference in the development of the flight planning, operational procedures, working methods and training programs” with practises potentially being used within the Safety Management Systems of operators and others. The study involves: A review of previously published reports An operational and safety data review Interviews with key stakeholders Two workshops with key stakeholders EASA intend to award the contract in August 2015. The project is expected to last 12 months. Aerossurance is an Aberdeen based aviation consultancy with a proven track record in offshore helicopter safety, operations, airworthiness, regulations, contracts and tenders: enquiries@aerossurance.com Follow us on LinkedIn for our latest updates....
read moreFSF Launches Offshore Helicopter Standard (BARSOHO)
FSF Launches Offshore Helicopter Operations Standard (BARSOHO) The Flight Safety Foundation (FSF) has launched an offshore version of their award-winning Basic Aviation Risk Standard. Aerossurance is proud to have worked on the development of this standard (available to download on the FSF website). In their press release they say: The Flight Safety Foundation (FSF) announced today the expansion of its Basic Aviation Risk Standard (BARS) suite of documents aimed at managing aviation risk for contracted aircraft operations. The Basic Aviation Risk Standard for Offshore Helicopter Operations (BARS OHO) continues the theme of presenting a standard in a risk-based format using applicable threats and controls. For contracted aviation operations supporting the oil and gas sector a comprehensive risk-based standard dedicated to offshore helicopters is an industry first. The aim of providing a standard dedicated to offshore helicopter operations, as opposed to guidelines, builds upon the success of the BARS Program over the past five years in support of the resource sector and provides greater focus on the threats and challenges unique to the offshore helicopter environment. Having BARS OHO focused solely on offshore helicopter operations enables the unique threats associated with this challenging environment to be identified and mitigated. Loss of control, controlled flight into water, weather, wrong deck landings and helideck obstacles are examples of some of the threats identified along with associated control and mitigation measures such as survivability and Search and Rescue. Drawing on all available industry guidance and practices and developed with global industry expertise, this resulting international standard represents leading practice and addresses recent advances within the offshore sector. “The BARS Program and the underpinning standard is a more effective and efficient way for organizations to manage their aviation risk,” said Greg Marshall, managing director of the BARS program and the Foundation’s vice president for global programs. “The BARS Program provides opportunity for productivity and efficiency gains without compromising safety assurance, while still giving greater insight into contracted aviation risk. It is also beneficial for offshore helicopter operators to be routinely contracted to a common standard, with a single audit on behalf of multiple customers.” A risk-based standard that meets or exceeds all current industry guidance and practices in particular allows those oil and gas companies that don’t have an internal aviation department to confidently focus on their operational aviation risks by contracting to an industry standard, kept current and effective by all stakeholders through a structured review and approval process. “The Flight Safety Foundation is committed to continued enhancement of BARS OHO as the offshore helicopter industry and its safety practices continue to develop,” said Marshall. The Flight Safety Foundation pioneered the first ever presentation of contract aviation standards in a risk-based fashion using the bow-tie model. This is a framework for visualizing risk management and communicating the context of the controls put in place to manage risks. The use of the bow-tie and a risk-based standard provides all stakeholders the ability to focus on the aviation risk that is being controlled. It has also proven an effective way to direct improvement initiatives. Since launching the BARS program five years ago, more than 300 safety audits have been conducted on fixed- and rotary-wing charter aircraft operators worldwide, using accredited auditors. The number of resource sector accidents has reduced and the closure of more than...
read morePlunging Oil Prices – Is it All Bad?
Plunging Oil Prices – Is it All Bad? This tantalising question was the theme for an evening event at the Norwegian-British Chamber of Commerce in Aberdeen on 27 May 2015. The evening included excellent presentations from Jan Erik Berre of DNB and Birgitte Karlsen & Rob Jardine-Brown from Wikborg Rein. Some of our takeaways from the evening: Downturns are not uncommon, but this is the third largest in a generation The real questions on oil price are: how low? and for how long? A price ‘in the 70s’ is likely for several years, but energy demand will still grow (predicted to rise 35% in the next 25 years) This means now is the time to look ahead and transform The US shale business (whose success triggered this crisis) is on its way to being profitable at $60/boe but more mature basins have an even greater need to transform In such times industries tend to go through 3 stages: Stage 1: Immediate – Cut Costs (3-9 months – worth 10-15% savings) Stage 2: Adapt – Drive Efficiency (6-18 months – may reach 15-25% savings) Stage 3: Transform including M&A, restructuring and changed operating models (12-36 months – could achieve 25-40% savings) The industry generally is probably near the end of Stage 1, starting Stage 2 but Stage 3 still offers the biggest prospects Currently initiatives on standardisation, applying less complex, more practical solutions and being fit for purpose rather than gold plating are coming to the fore A range of scenarios when customers try to renegotiate, suspend or terminate were discussed, with interesting differences between English and Norwegian Law noted Critical however is good contract management discipline, plus remembering its cheaper to get good legal advice than to take legal action… There are still many project awaiting Final Investment Decisions Unlike the last big dip the banks are in a position to lend and the cost of financing is low Aerossurance is an Aberdeen based aviation consultancy with a proven track record in supporting the oil and gas industry in safety, operations, airworthiness, regulations, contracts and tenders: enquiries@aerossurance.com Follow us on LinkedIn for our latest updates....
read moreOil & Gas UK Aviation Seminar 2015
Oil & Gas UK Aviation Seminar 2015 Oil and Gas UK hold their annual aviation seminar in Aberdeen on 2 June. Aerossurance covered last year’s event, which focused on rebuilding confidence and we will be attending again this year. For this year they pose the question: What progress has been made since last year’s Aviation Seminar to ensure we are providing safe, efficient and reliable helicopter services to support UK offshore oil and gas operations? HOW ARE WE DOING? The programme includes a range of speakers from the UK CAA, HeliOffshore, helicopter operators, manufactures, the Maritime Coastguard Agency and others. Full details can be obtained from the Oil & Gas UK website. UPDATE: the slides can be found here. Aerossurance is an Aberdeen based aviation consultancy with a proven track record in offshore helicopter safety, operations, airworthiness, regulations, contracts and tenders. For aviation advice you can trust: enquiries@aerossurance.com Follow us on LinkedIn and on Twitter @Aerossurance for our latest updates....
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