Basic Aviation Risk Standard

Contracted Aircraft Operations

 Version 10, May 2024

Contents
All Threats 1.0: Common Controls 6 Appendices 27
Threat 2.0: Runway Excursions 9 Appendix 1: Flight Crew Qualifications, Experience
Threat 3.0: Fuel Exhaustion 11 and Recency 28

Threat 4.0: Fuel Contamination 12 Appendix 2: Basic Aircraft Equipment Fit 29

Threat 5.0: Controlled Flight Into Terrain (CFIT) 14 Appendix 3: Abbreviations 30

Threat 6.0: Loss of Control – In-flight (LOC-I) 16 Appendix 4: External Load Operations 31

Threat 7.0: Incorrect Loading 17 Appendix 5: Night Vision Goggles (NVG) Operations 37

Threat 8.0: Collision on Ground 18 Appendix 6: Airborne Geophysical Survey Operations 44

Threat 9.0: Collision in Air 19 Air Drop 53

Threat 10.0: Structural or Mechanical Failure 20 Appendix 7: Air Drop 54

Threat 11.0: Weather 22

Threat 12.0: Medical Evacuation 23
Defences 19.0: Aircraft Accident 25

2 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations Version 10, May 2024
Purpose
This Standard provides companies with minimum requirements for performing
risk-based management of the aviation operations that support their activities.
All national and international regulations pertaining to aviation operations must be
followed. This Standard is designed to supplement those requirements.

Document Structure Key Definitions

The Standard is presented in a risk-based format to emphasize Company
the relationship between threats to aviation operations,
Refers to the individual entity using this Standard to support
associated controls and applicable recovery/mitigation
their aviation operations.
measures as presented in Figure 1.

The format is intended to assist all company personnel Operator

engaged in coordinating aviation activities to manage and
Refers to an aircraft operating company used to provide
understand the aviation risk to their operation.
aviation services.
All companies and aircraft operators are encouraged to further
risk assess all controls to the level of detail they consider
Hostile environment
necessary for their individual operations.
An environment in which a successful emergency landing
When the term ‘where appropriate’ is used anywhere in
cannot be assured; or the occupants of the aircraft cannot be
the text of a control or defence, reference to the BARS
adequately protected from the elements; or search and rescue
Implementation Guidelines will provide additional context to
response/capability cannot be provided consistent with the
the use of ‘appropriate’.
anticipated exposure.
Each BARS control and defence has been provided with a
Safety Goal to assist users of the BAR Standard to identify
Non-hostile environment
the purpose of the control or defence and a pathway towards
creating a performance indicator to measure the effectiveness An environment in which a successful emergency landing
of the organization in achieving a desired level of safety can be reasonably assured and the occupants of the aircraft
performance. can be adequately protected from the elements. Search and
rescue response/capability can be provided consistent with
Change bars have been utilized to indicate material changes
the anticipated exposure.
to the content or intent of the Standard.

Long-term contract
Aircraft Operator Review
Any contract using dedicated aircraft for a planned duration of
This Standard is designed to be used as a primary reference
greater than six months.
for the review and approval of aircraft operators supporting
companies in the resource sector. Aircraft operators will be
audited to the BARS Question Master List with questions Competent Aviation Specialist
drawn from this Standard and the ICAO Annexes. A company designated aviation advisor or Flight Safety
Foundation BARS Accredited Auditor.
Variations
Any variation to this Standard is at the discretion of each Mountainous Area
company. It is recommended that each variation be assessed Refers to an area of changing terrain profile where the
to demonstrate that the risks associated with the variation are changes of terrain elevation exceed 900 m (3000 ft) within a
tolerable and justify safe continuation of operations. distance of 18.5km (10nm) (EASA)

A diagram showing the Basic Aviation Risk Standard Variance

Process is presented in Figure 2 on page 8. Additional definitions related to the use of this Standard are
listed in Appendix 3.

Version 10, May 2024 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations 3
Figure 1: BARS Bow Tie Risk Model – Schematic of Aviation Risk Management Controls and

Threat Common Controls: Controls

All Threats 1.0
Airfield Design and
Threat 2.0: Landing Site Assessments
Runway Excursions
Helipad Design
1.1: Safety Balanced Field Length
Airfield Inspections
Leadership
and Culture

Threat 3.0: 1.2: Safety Intelligence Fuel Check Flight Plan

Fuel Exhaustion Weather Data IFR Fuel Plan

1.3: Approved Aircraft

Operator

Threat 4.0: Fuel Testing Fuel Sampling

1.4: Flight Crew
Fuel Contamination Fuel Filtration Fuel Storage
Qualification,
Experience
and Recency

Threat 5.0:
Night/IFR Night/IFR
1.5: Flight Crew – Two-Crew Operations – Simulator Training
Controlled Flight
Into Terrain (CFIT) Check and Training – Aircraft – Approach Recency
– Flight Planning – Autopilot

1.6: Maintenance
Personnel
Threat 6.0: Qualification Automation Policy
Flight Data Monitoring
Loss of Control – Multi-crew Operations
In-flight (LOC-I) Line Operations Safety Audit (LOSA)
CRM/ADM Training
1.7: Maintenance
Training

Passenger Weight
Threat 7.0: Manifest
1.8: Basic Aircraft Cargo Weight and Loading
Incorrect Loading Dangerous Goods Cargo
Equipment Fit Load and Trim Calculations

1.9: Personnel
Readiness Passenger Terminal Area Ground Procedures
Threat 8.0:
Collision On Ground
Designated Freight Area Pilot at Controls
Passenger Control Parking Apron
1.10: Flight Time
Limits

Cruising Altitudes
Threat 9.0: 1.11: Flight Crew Airfield Bird Control
Collision In Air
Air Traffic Control (ATC)
Duty Time TCAS
Oversight

1.12: Maintenance
Duty Time
Single-engine Aircraft
Threat 10.0: Helicopter Vibration Monitoring
Multi-engine Aircraft
Structural or Engine Trend Monitoring
Mechanical Failure 1.13: Aircraft Supply of Spares
Minimum Equipment List (MEL)
Operator Safety Hangar Facilities
Management System

1.14: Accident and Adverse Weather Policy

Threat 11.0: Wind Shear Training
Weather Incident Notification Thunderstorm Avoidance
VFR Minimum Requirements
Weather Radar
1.15: Operational
Risk Assessment
Securing Equipment Equipment Documentation
Threat 12.0: Weight and Balance Equipment Inspection Schedule
Medical Evacuation 1.16: Sub-chartering Medical Transfers Provision of Oxygen
Aircraft Communications Flight Crew Qualifications,
Risk Assessment Experience and Recency

4 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations Version 10, May 2024
Recovery Measures.

Recovery Measures:

Destination Weather Reporting

Slope Guidance Aircraft Certification Standards

Emergency Response Plan (ERP)

VFR Fuel Plan
Hot Refueling
Emergency Locator Transmitter

Satellite Flight Following

Drummed Fuel

Flight Following

Stabilized Approaches Survival Kit

Go-around Procedures
TAWS Aircraft Accident
Flight Crew PLB

Electronic Flight Bags (EFB) First Aid Kit

Fire Containment Bag

Passenger Dress Requirements

Passenger Briefing
Cockpit Voice Recorder (CVR)/
Multi-language
Briefing Flight Data Recorder (FDR)

Upper Torso Restraint

Perimeter Fence
Airfield Control
Limitations in Sideways Seating

Crash Boxes
High Intensity Strobe Lights
First Response to Aircraft
Incident on Airfield
Aural Cabin Pressure Warning
System
Critical Maintenance Tasks (CMTs) Insurance
and Independent Inspections

Post Event Management

Cold Weather Training
Mountain Flying Training
(Helicopters)

Cleaning of Aircraft Post

Evacuation Mission
Arrival at Destination

Version 10, May 2024

Version 10, May 2024 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations 5
All Threats 1.0: Common Controls
Common controls that apply to all threats outlined in this Standard

Common Control 1.1: Safety Leadership and a minimum, the course outline of the Managing Contracted
Culture Aviation Risk as presented by the Flight Safety Foundation.

Ensuring an organizational culture where the normal

behavior at all levels is risk conscious, safe, learning
Common Control 1.3: Approved Aircraft Operator
and collaborative behavior. Ensuring use of licenced and approved aircraft
All organizations must demonstrate an active commitment to operators only.
safety. They must actively encourage and promote a positive Use only licenced aircraft operators who have been approved
safety culture within their organization through development for use by company established process and where necessary,
of safety leadership skills, behaviors and authentic a Competent Aviation Specialist.
engagement of their entire workforce. They must regularly
evaluate their culture as part of their Safety Management
System (SMS) using safety culture surveys or analysis of
Common Control 1.4: Flight Crew Qualifications,
other indicators. Experience and Recency
Ensuring flight crew are competent to fulfill their duties
Common Control 1.2: Safety Intelligence by having appropriate training, qualifications and
experience.
Ensuring a collaborative approach to sharing safety
information to directly benefit the entire industry and Flight crew must meet the requirements listed in Appendix 1.
all stakeholders. As an alternative to the strict hours compliance requirements
expressed in Appendix 1, a number of Competency Based
Safety Intelligence
Training (CBT) pathways have been approved for use under the
Organizations must actively participate in relevant industry BARS Program. The CBT provides an alternate pathway to pilot
safety bodies and initiatives. qualification and experience requirements, while still providing
Organizations must share safety occurrences using locally an equivalent level of safety. Use of the CBT pathway is
applicable manadatory and voluntary safety reporting subject to client company approval and review of the program
schemes. by the Competent Aviation Specialist. Specific detail on each
of CBT options can be found in the BARS Implementation
The contracted aircraft operator must promptly advise the Guidelines.
contracting company of any incident, accident or non-standard
occurrence related to the service provided to the company
that has, or potentially could have, disrupted operations or Common Control 1.5: Flight Crew Check
jeopardized safety, and include any corrective or preventative and Training
actions being taken.
Ensuring flight crew continue to remain competent
Organizations must examine available external occurrence and and appropriately trained and are familiar with the
accident reports and safety promotion material and identify operating environment.
relevant lessons and necessary internal actions.
Flight crew must receive annual training to the standards
Aviation Risk Owner/Control Owner of the appropriate civil aviation authorities and two flight
checks annually (or every six months for long-term contracted
Where organizations are contracting long-term aviation
operations). The flight checks must include an annual
operations they may choose to have nominated Risk and
instrument rating renewal (where applicable)/proficiency
Control Owners managing and overseeing the contracted
or base check (non-revenue) and a route check (revenue-
aviation risk. To aid in safety intelligence and provide
flight permissible).Where distinct climatic seasons such as
necessary understanding and risk awareness, anyone identified
for risk and control ownership duties should undergo formal snow/ice winter conditions are experienced, training related
training that provides an overview of aviation risk, threats, to the seasonal change is recommended. Before commencing
controls and mitigation in addition to providing an overview flight duties in a new location on long-term contract, all flight
of primary responsibilities in this role. The training should crew must receive a documented line check that includes
be delivered by an aviation specialist and content meet, as orientation of local procedures and environment.

6 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations Version 10, May 2024
Common Control 1.6: Maintenance Personnel Common Control 1.10: Flight Time Limits
Qualification Ensuring flight crew are alert and fit-to-fly the aircraft.
Ensuring maintenance personnel are competent to
Apply the following flight time limits unless the responsible
fulfill their duties by having appropriate training,
regulatory authority’s requirements are more stringent:
qualifications and experience.
Single-pilot operation Two-pilot operation
Maintenance personnel must meet the experience
requirements listed in Appendix 1. 8 hours daily flight time 10 hours daily flight time

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

consecutive period consecutive period
Common Control 1.7: Maintenance Training
100 hours in any 28 day 120 hours in any 28 day
Ensuring maintenance personnel continue to remain consecutive period consecutive period
competent and appropriately trained.
1000 hours in any 365 day 1200 hours in any 365 day
consecutive period consecutive period
The aircraft operator or approved maintenance organization
must develop a program for the training of maintenance
Regulatory approved fatigue management programs may be
personnel at least every three years. The training must include
used in lieu of the above limits when endorsed by a Competent
human factors in maintenance and company maintenance
Aviation Specialist.
documentation and procedures and where appropriate
include technical components for aircraft and systems
being maintained. Common Control 1.11: Flight Crew Duty Time
Ensuring flight crew are not impacted by fatigue.
Common Control 1.8: Basic Aircraft A duty day must not exceed 14 hours and where 12 hours has
Equipment Fit been exceeded, this must be followed by a rest period of a
Ensuring aircraft are fitted with the required minimum minimum of ten hours. Crews on rotational assignments that
level of equipment suitable for the intended operations. arrive following overnight travel, or travel exceeding four time
zone changes, must not be rostered for flying duties until the
Aircraft basic equipment fit must meet the requirements listed
minimum ten hour rest period is met.
in Appendix 2.
Regulatory approved fatigue management programs may be

Common Control 1.9: Personnel Readiness used in lieu of the above limits when endorsed by a Competent
Aviation Specialist.
Ensuring mental health and well-being for all personnel
is prioritized and assistance made available to assure
fitness-for-work. Common Control 1.12: Maintenance Duty Time
The aircraft operator must have a Well-being Policy and Ensuring maintenance personnel are not impacted by
associated procedures that encourages personal well-being fatigue.
and resilience, whilst maintaining the risk of physical or mental The aircraft operator or approved maintenance organization
health conditions developing into a safety concern for the must establish a fatigue management program to minimize
individual or those around them. The Well-being Policy will
the effects of acute and chronic fatigue amongst maintenance
offer opportunity to participate in personal resilience training,
personnel. This must include maximum working hours,
Peer Support Programs (where available) and Employee
minimum rest periods and roster schedules. The requirement
Assistance Programs.
to conduct overnight maintenance must be reviewed by a
The aircraft operator must have a Drug and Alcohol Policy Competent Aviation Specialist.
which meets all requirements of the responsible regulatory
authority. Where no such regulatory requirements exist the
operator must at a minimum meet the requirement of the
contracting company.

Version 10, May 2024 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations 7
All Threats 1.0 (cont.)

Common Control 1.13: Aircraft Operator Safety Figure 2: Variance Process.

Management System
Ensuring Safety Management Systems are effective at Basic Aviation Risk Standard Variance Process
gathering and analyzing safety information, managing
risk, providing assurance and ensuring continuous
improvement.

All aircraft operators must have a Safety Management System

(SMS) that is fully integrated throughout and across each part
of the organization.

Refer to the following information on SMS development:

ICAO Safety Management System

Flight Safety Digest Volume 24 No 11 – 12, Nov – Dec 2005

Common Control 1.14: Accident and Incident

Notification
Ensuring all events that impact safety or have the
potential to impact safety, are reported appropriately.

As part of their SMS, the aircraft operator must advise the

company of any incident, accident or non-standard occurrence
related to the services provided to the company that has, or
potentially has, disrupted operations or jeopardized safety.

Common Control 1.15: Operational Risk

Assessment
Ensuring all risks associated with aircraft operations
are analyzed, minimized and accepted.

Aircraft operators must conduct a risk assessment, including

mitigation controls, before commencing operations for any
new or existing aviation activity.

Common Control 1.16: Sub-chartering Aircraft

Ensuring sub-chartered aircraft are operated in
accordance with regulatory approvals and to a
standard acceptable by the contracting company.

Sub-chartering (cross-hiring) by the aircraft operator must not

be undertaken without approval of the contracting company.
Regardless of ownership, contracted aircraft must be
operated and controlled in accordance with the Air Operator’s
Certificate (AOC) they are operated under.

8 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations Version 10, May 2024
Threat 2.0: Runway Excursions
An aircraft departs the runway during takeoff or on landing and this results
in an accident

Threat Controls

Threat 2.0:
Airfield Design and Helipad Design Balanced Field Length
Airfield Inspections Destination Weather Reporting
Runway Excursions
Landing Site Assessments Slope Guidance

Control 2.1: Airfield and Helipad Design Control 2.4: Balanced Field Length
Ensuring the physical design of airfields and helicopter Ensuring airfields are suitable for operations, including
landing sites, their markings, lighting, emergency cover in the event of aircraft engine malfunctions.
and all ancillary systems are suitable for safe operations.
All multi-engine aeroplanes must meet balanced field
Where local guidance is unacceptable to the company, use requirements where following an engine failure on takeoff, the
ICAO Annex 14 Aerodromes, Volume I (‘Aerodrome Design aircraft can stop on the remaining runway and stop-way, or,
and Operation’) and ICAO Annex 14, Volume II (‘Heliports’) for using the remaining runway and clearway, climb and achieve
design considerations when constructing, or performing major a net climb gradient greater than the takeoff path obstacle
rework, to permanent long-term company owned and operated gradient.
airfields and helipads supporting operations.

Consider prevailing winds and the location of mining/facility Control 2.5: Balanced Field Length –
infrastructure in relation to the proposed airfield or helipad No Performance Charts
departure and approach splays.
Ensuring that in the absence of aircraft performance
BARS Implementation Guidelines (BIG) Annex D provides information, airfields remain suitable for operations
additional guidance for short-term or emergency use airfields including in the event of aircraft engine malfunctions.
whilst Annex E provides additional guidance for helipad Multi-engine aeroplanes that do not have the appropriate
standards. Flight Manual performance charts to achieve Control 2.4
must restrict their payload so that in the event of an engine
Control 2.2: Airfield Inspections failure, the net takeoff path clears obstacles by 35 feet up
to a height of 1500 feet above the aerodrome, using the
Ensuring airfields are appropriately maintained to
following conditions.
assure safe operations.
The failure occurs:
In addition to reviews required by regulators, all company
owned and/or operated airfields must have an annual • When the aeroplane has reached the published best Rate of
operational review conducted by a company approved Climb (VY) speed;
Competent Aviation Specialist.
• With undercarriage up (if retractable);

• When the flaps are fully retracted; and

Control 2.3: Landing Site Assessments
• With propeller on the inoperative engine feathered.
Ensuring effective risk assessment of landing sites to
enable safe operations.

Aircraft operators must conduct landing site assessments prior

to commencing operations. Incorporate the results into the
operational risk assessment (Control 1.14).

Version 10, May 2024 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations 9
Threat 2.0 (cont.)

Control 2.6: Destination Weather Reporting Control 2.7: Slope Guidance

Ensuring flight crew receive accurate actual and forecast Ensuring safety enhancement during the approach
weather data to enable sound planning decisions. and landing phases of flight through the provision of
accurate glideslope guidance to flight crew.
For company owned and operated airfields and helidecks,
communicate the following data to arriving aircraft by either Install visual slope guidance on company owned and
an Automatic Weather Observation System (AWOS) and/or operated airfields.
trained weather observer:
• Wind direction and speed;
• Temperature;
• Barometric pressure; and
• Cloud ceiling height and visibility.

Maintain all equipment on a current calibration register.

10 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations Version 10, May 2024
Threat 3.0: Fuel Exhaustion
An aircraft conducts a forced landing or ditching as a result of fuel exhaustion
and this results in an accident

Threat Controls

Threat 3.0:
Fuel Check IFR Fuel Plan
Weather Data VFR Fuel Plan
Fuel Exhaustion
Flight Plan Hot Refueling

Control 3.1: Fuel Check Control 3.5: Visual Flight Rules (VFR) Fuel Plan
Ensuring aircraft depart with sufficient fuel on-board to Ensuring sufficient fuel, including required reserves, is
safely conduct the flight. carried on VFR flights.

The aircraft operator must have procedures in place that require Fuel loads must cover the planned route. Carry an additional
variable reserve of 10% of the trip fuel and 30 minutes as
the Pilot-in-Command to ensure the required amount of fuel is
fixed reserve.
on-board the aircraft prior to and during each flight stage.

Control 3.6: Hot Refueling

Control 3.2: Flight Plan Weather Data
Ensuring hot refueling operations are used
Ensuring accurate weather data is used when
appropriately and conducted safely.
calculating aircraft routes and fuel requirements.

Provide the flight crew with access to reliable weather Hot refueling must only be conducted when considered
information when determining fuel loads in preflight planning. operationally necessary and must be approved by the company
prior to use. Hot refueling with gasoline and wide cut turbine fuel
is prohibited. Aircraft operators must have a procedure on hot
Control 3.3: Flight Plan refueling which includes the following requirements:
• No passengers are to be on-board during refueling unless
Ensuring flights are subject to appropriate planning and the Pilot-in-Command assesses that it is safe to do so.
highest possible notification requirements. In this scenario passengers must receive a safety brief prior to
refueling. No side well-seats are to be occupied (e.g. Bell 212,
Flights must be conducted on an Instrument Flight Rules (IFR) 214, 412);
flight plan lodged with the relevant air traffic control service • Firefighting capability must be available and manned;
provider. If this is not possible, Visual Flight Rules (VFR) flight • The aircraft operator’s Operations Manual must detail all
plans are permitted but must be lodged with a responsible party aspects of hot refueling, including personnel training, sequence
of aircraft grounding and duties of personnel (in addition to the
(air traffic control service provider, aircraft operator or company
pilot) required: a minimum of three for helicopter ops – one for
site representative) and flown under a flight-following regime. refueling, one for pump shut-off and one for fireguard;
• Radios are not to be used during refueling;
Control 3.4: Instrument Flight Rules (IFR) Fuel Plan • Prior to removing the fuel cap and inserting the fuel nozzle
or connecting the pressure hose into the aircraft fuel tank,
Ensuring sufficient fuel, including required reserves, is grounding wires running from the fuel station and from the fuel
carried on IFR flights. hose to the aircraft must be connected;
• When refueling is completed, the Pilot-in-Command must verify
Fuel loads must cover: that all equipment is removed, the fuel cap has been securely
• Trip fuel sufficient to cover fuel use during start-up, taxi, replaced and the aircraft is properly configured for flight; and
en route, holding, approach and transit to the alternate • Correct fuel loads must be confirmed by the
Pilot-in-Command prior to departure.
destination (if required);
Refueling aeroplanes with engines operating must not be
• 30 minutes fixed reserve fuel; and conducted in normal circumstances and only if the APU is
inoperative. An APU running without engines operating does not
• Variable reserve fuel amounting to the higher amount of:
constitute hot refueling and is acceptable.
– 10% of trip fuel to account for unforeseen circumstances; or Refueling aeroplanes with engines operating must not be
conducted unless a specific procedure has been approved by the
– 5% of trip fuel plus contingency fuel to permit aircraft manufacturer and regulator and is further supported with
unpressurised or engine out operations at drift down documented training of both flight and ground crew. Personnel
altitude to the destination or alternate. manning firefighting equipment must be present during the activity.

Version 10, May 2024 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations 11
Threat 4.0: Fuel Contamination
An aircraft is forced to land at unprepared sites with minimal warning due to
contaminated fuel and this causes a loss of engine power and an accident

Threat Controls

Threat 4.0:
Fuel Testing
Fuel Filtration Fuel Storage Drummed Fuel
Fuel Contamination
Fuel Sampling

Control 4.1: Fuel Testing Control 4.4: Fuel Storage

Ensuring the fuel on-board prior to flight is the correct Ensuring fuel is stored in a manner that will prevent
type and grade and free of contamination. contamination.
When testing the fuel supplied use water detector capsules Prior to testing and approving for use, all fuel storage facilities
or an equivalent that is able to test for water in suspension. must be allowed to settle one hour per one foot of fuel
The Pilot-in-Command must verify that the quality of the fuel depth (or three hours per meter) after the tanks have been
being uplifted is acceptable for operation of the aircraft. resupplied. Additional storage requirements include:
• Storage tanks must have floating suction or minimum
Control 4.2: Fuel Filtration standpipe;
Ensuring the quality of the fuel dispensed to aircraft is • Bulk deliveries must be filtered into storage tanks;
acceptable. • Fuel systems must be identified by placard during the settling
Equip fuel delivery systems including portable systems period indicating the time when settling will be completed;
with water blocking filtration of the Go/No-Go types. Mark • Steel tanks must be lined with an approved epoxy liner unless
filter canisters with the next date of change or inspection the tanks are constructed of stainless steel; and
cycle. Replace all filters at least annually or at nominated • Company new-build fuel systems must have stainless steel
pressure differentials as annotated on the filter housing or as and connection welded plumbing.
recommended by the manufacturer. Where fuel is being provided by a recognized supplier using
Where fuel is being provided by a recognized supplier using internationally accepted practices, an equivalent level of
internationally accepted practices, an equivalent level of risk management may be considered as being in place if all
risk management may be considered as being in place if all applicable procedures are being complied with.
applicable procedures are being complied with.

Control 4.3: Fuel Sampling

Ensuring samples of tested fuel are retained
appropriately.
When installing supply fuel tanks at company owned and
operated facilities, a slope at the base with a sump drain at
the tank low point (or equivalent) for sampling purposes must
be specified for installation.
When using a dedicated fuel source, a sample from the source
must be retained in a clear jar with screw-top-lid, labeled with
the current date and retained until completion of the daily
flying activities.

12 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations Version 10, May 2024
Control 4.5: Drummed Fuel • Before fueling the aircraft, a small amount of fuel must be
pumped into a container to remove any contaminants from
Ensuring drummed fuel is handled in a manner that will
not compromise fuel quality. the hose and nozzle; and

Aircraft operators who make use of drummed fuel in the • All drum pumps, spears, and hoses must be sealed when

course of their operations must have a procedure in place not in use to protect from ingress of dust and contaminents.

addressing the management and use of drummed fuel stock. Seals must be non-porous and secure.

The following performance requirements must be addressed: To provide optimum opportunity for any contaminants to

Storage: settle, drums must be brought to the vertical three hours prior
to testing. Where this is not practical (e.g. SAR, Emergency
• Drums must be stored:
Response, etc.) all performance requirements of this control
– horizontally with access bungs at 3 and 9 o’clock; or must be followed.
– vertically with drum top cover in place to prevent the *Where authorized testing of out-of-date fuel is permitted by the fuel
accumulation of water on the drum lid; and provider and the original certification period is extended, drummed
• Drums must have minimal contact with the ground (using fuel may be used up until that date but not exceeding two years.
wooden slats or equivalent) and be stored under cover. The revised certification documentation must be retained for the
Quality: duration the drummed fuel is held on stock.

• Fuel must be consumed within its Aviation Release Note

certification date;*
• The access bungs must be tight and the seals unbroken prior
to use;
• The fuel must be sampled and include a positive test for the
presence of water using water detecting capsules or paste;
• The refuel pump must be equipped with a Go/No-Go filter;

Courtesy: Skyhorse Aviation

Version 10, May 2024 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations 13
Threat 5.0: Controlled Flight Into Terrain (CFIT)
An airworthy aircraft under the control of crew is flown into the ground
(or water) resulting in an accident

Threat Controls

Threat 5.0:
Night/IFR Night/IFR
Controlled Flight – Two-Crew Operations – Simulator Training
Stabilized Approaches
– Aircraft – Approach Recency
Into Terrain (CFIT)
– Flight Planning – Autopilot

Control 5.1: Two-Crew Operations Control 5.4: Night or IFR – Simulator Training
Ensuring effective and safe operations in night and IFR Ensuring high quality training of flight crew in a benign
conditions and when risk assessed for Day VFR. environment.

Flights flown at night or in IFR must have two-pilots who For long-term contracts, crews operating any aircraft at
hold valid and current instrument and night flying ratings night or under IFR must attend initial and recurrent simulator
using Standard Operating Procedures (SOPs) contained in training. Flight Training Devices may be used when they are
the Operations Manual. Refer to the FSF ALAR Toolkit available for that aircraft type.
(www.flightsafety.org).

Where the requirement for two-pilots in passenger-carrying

Control 5.5: Night or IFR – Approach/Landing
Day VFR operations is risk-assessed by the BMO as being Recency
necessary for aircraft certificated and normally flown Ensuring that flight crew have appropriate recent
single- pilot, the following must be satisfied: experience for safe night and IFR operations.

• The aircraft is fitted with dual controls; and IFR and night approach recency must comply with the
responsible regulatory authority’s requirements, but not
• The aircraft operator and pilots have a clear understanding
include less than three night takeoff and landings for each
of the role of the second ‘Safety Pilot’ (see Implementation
pilot in the preceding 90 days.
Guidelines).

Control 5.6: Night or IFR – Autopilot

Control 5.2: Night or IFR – Aircraft
Ensuring the maintenance of controlled flight is
Ensuring safety and redundancy for night and IFR
enhanced by the use of automation.
flights.
An Autopilot or AFCS must be fitted for night or IFR flights.
Flights flown at night or under IFR must be conducted in a
multi-engine aircraft.
Control 5.7: Stabilized Approaches
Control 5.3: Night or IFR – Flight Planning Ensuring that all approaches are within recognized
predefined safety margins.
Ensuring appropriate planning for the safety of night
or IFR flights. Aircraft operators must include type-specific stabilized
approach requirements in the Operations Manual. Refer to
Flights flown at night or under IFR must be conducted in
the Flight Safety Foundation ALAR Briefing Note 7.1
compliance with an IFR flight plan.
(www.flightsafety.org).

14 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations Version 10, May 2024
 Mandatory Go-around Procedures
Terrain Awareness Warning Systems (TAWS)

Control 5.8: Mandatory Go-around Procedures

Ensuring safe outcomes for unstabilized approaches.

Aircraft operators must include no-fault, mandatory go-around

requirements in the Operations Manual.

Control 5.9: Terrain Awareness Warning

Systems (TAWS)
Ensuring the accurate detection of terrain and adjacent
obstacles so as to allow timely corrective action if
necessary.

Aircraft that fly under IFR or at night and on long-term contract

must be fitted with an approved and serviceable Class A TAWS
when an approved modification exists for the aircraft type.
The aircraft operator must have related procedures to be
followed by the flight crew in the event of an alert.

Courtesy: Karratha Flying Services

Version 10, May 2024 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations 15
Threat 6.0: Loss of Control – In-flight (LOC-I)
Crew actions inadvertently place the aircraft outside the normal flight envelope
or the intended flight path and lead to an unrecoverable flight situation

Threat Controls

Threat 6.0: Automation Policy Flight Data Monitoring Electronic Flight Bags
Loss of Control – Multi-crew Operations Line Operations Safety (EFB)
In-flight (LOC-I) CRM/ADM Training Audit (LOSA) Fire Containment Bag

Control 6.1: Automation Policy For long-term contracts greater than two years, the aircraft
operator must have a LOSA program as part of its SMS.
Ensuring the maintenance of controlled flight with, or
This must be a structured program, using trained observers to
without, the use of automation.
collect data on routine flights, on a de-identified non-punitive
Where an Autopilot or Automatic Flight Control System (AFCS) basis, on flight crew response to threats and errors. Use of
is fitted the aircraft operator must have an automation policy systems that use video and other data capture techniques
that ensures appropriate use of automation to manage cockpit may be used for single-pilot and/or small aircraft operations
workload. The policy must also include procedures for manual where carrying an external observer is not considered
flight control to maintain flight proficiency. practical. The data must be analyzed and appropriate action
plans implemented.
Control 6.2: Multi-crew Operations The LOSA program need not involve observations of the
Ensuring clearly defined procedures for the safe contracted operation if an appropriate sample is taken of
conduct of multi-crew operations. comparable operations (e.g. fixed wing flights to a mine
site with similar aircraft types, flying to similar procedures
Where multi-crew operations are conducted, procedures
in a similar environment.) The LOSA observations may be
outlining the duties and responsibilities of all flight crew
conducted periodically, but at least every two years.
members must be prescribed by the aircraft operator.
See Flight Safety Digest Volume 24 No 2, Feb 2005.

Control 6.3: CRM/ADM Training

Control 6.6: Electronic Flight Bags (EFB)
Ensuring flight crew are trained and proficient in the
effective use of all resources for the safe conduct of Ensuring use of EFBs is conducted in a safe manner that
flight. positively contributes to the overall management of
the flight.
All flight crew and cabin crew must have successfully
completed Crew Resource Management (CRM) or Threat If the aircraft operator makes use of EFBs in the cockpit,
and Error Management (TEM) training at intervals not a Standard Operating Procedure covering all intended
exceeding two years. Completion of an Aeronautical applications and any safety-related restrictions must be
Decision Making (ADM) course is acceptable for approved developed and approved in accordance with ICAO Doc 10020
single-pilot operations. manual of Electronic Flight Bags (EFBs) or local regulatory
equivalent (such as Advisory Circular AC 120-76D) for the EFB
Control 6.4: Flight Data Monitoring type being used.

Provision of accurate and timely feedback to flight

crew via a monitoring program. Control 6.7: Fire Containment Bag
When available for the aircraft type, designated aircraft Ensuring an in-flight lithium battery fire generated
on long-term contracts must have Flight Data Monitoring inside the cockpit or cabin is contained before
capability routinely used to assess operational performance. combustion results in loss of control.

If any Personal Electronic Devices (PEDs) or Electronic

Control 6.5: Line Operations Safety Audit (LOSA) Flight Bags (EFBs) are carried in the cockpit or cabin, a
Fire Containment Bag must be accessible in-flight. The Fire
Provision of a feedback system to the company of the
Containment Bag must be of sufficient size to cater for the
effectiveness of the CRM, training program and TEM
largest item carried, and all crew members, including cabin
capabilities of the pilot population in their operating
attendants, must have received training in the safe capture
environment.
of burning devices using the bag.

16 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations Version 10, May 2024
Threat 7.0: Incorrect Loading
Incorrect loading of passengers and/or their lack of proper safety awareness
results in an aircraft accident

Threat Controls

Passenger Weight Passenger Briefing

Threat 7.0: Manifest
Cargo Weight and Loading Multi-language
Incorrect Loading Dangerous Goods Cargo
Load and Trim Calculations Briefing

Control 7.1: Passenger Weight Control 7.5: Dangerous Goods Cargo

Ensuring accurate passenger weights are utilized in (Hazardous Materials)
load calculations, appropriate to the type of aircraft. Ensuring only appropriately packaged and documented
DG is carried in aircraft and is handled by trained and
For aeroplanes with less than 30 passenger seats and for all
current personnel.
helicopters, actual body weight (including hand luggage) must
be used. Comply with current International Air Transport Association
(IATA) requirements (or similar requirements such as
Standard weights based on seasonal averages may be used
Title 49 of the Code of Federal Regulations) associated with
for aeroplanes with 30 passenger seats or more if within
Dangerous Goods Regulations. The aircraft operator must have
regulatory or operator requirements.
appropriate procedures and trained personnel for the carriage
and acceptance of dangerous goods. All crew must complete
Control 7.2: Cargo Weight and Loading
dangerous goods awareness training at least every two years.
Ensuring aircraft loads are accurately weighed,
manifested, appropriately positioned and secured. Control 7.6: Passenger Briefing
Weigh baggage and cargo separately and include details on Ensuring passengers have the necessary knowledge to
the manifest. safely board, disembark and evacuate the aircraft in all
If cargo is carried inside the passenger compartment during situations.
passenger carrying operations, secure it using nets and straps Passengers must be briefed on emergency procedures
and place it in front of the passengers where practical. Do not and safety matters prior to flight, including the following
obstruct normal or emergency exits. requirements:
• That there is no smoking during the flight or around the
Control 7.3: Load and Trim Calculations aircraft and apron area;
• A general description of the aircraft and specific avoid/
Ensuring accurate and safe aircraft loading within danger areas;
approved limits. • The location of non-smoking and fasten seatbelt signs and
briefing cards;
Prior to takeoff, the Pilot-in-Command must ensure that fuel
and oil requirements are correct, and that weight and center • The use of seat belts and shoulder harnesses;
of gravity limits of the aircraft have been calculated and are • The location and operation of oxygen masks, if applicable;
within limits for flight. The Load and Trim calculations may be • The means of communication between crew and passengers;
accomplished by any approved means, but the details must be • The brace position;
available in the cockpit at all times. • The location and use of normal and emergency exits and all
life-saving equipment; and
Control 7.4: Manifest • Instructions on the use of Personal Electronic Devices (PEDs).
Passengers must be briefed after any sudden descent, return
Ensuring accurate passenger manifests are
to base, or any other event that may cause concern.
appropriately retained.

A passenger manifest that accurately reflects the occupants of Control 7.7: Multi-language Briefing
an aircraft must be raised for each flight or, where applicable,
Ensuring that all passengers fully comprehend the
each sector. The manifest must record the full name of each
safety briefings and safety features of the aircraft.
passenger and a copy must be accessible by flight following
personnel at all times. When the first language in the area of operations is not
English, the aircraft operator must provide emergency exit
decals and briefings in the local language as well as English.

Version 10, May 2024 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations 17
Threat 8.0: Collision on Ground
An aircraft and an object collide on the ground resulting in an accident

Threat Controls

Passenger Terminal Area Ground Procedures

Threat 8.0: Perimeter Fence
Designated Freight Area Pilot at Controls
Collision On Ground Airfield Control
Passenger Control Parking Apron

Control 8.1: Passenger Terminal Area Control 8.5: Pilot at Controls

Ensuring aircraft passengers are safe and secure when Ensuring safety of all personnel in the vicinity of
not embarked in the aircraft. aircraft under power on the ground.

Company owned and operated airfields must have a waiting A pilot must remain at the controls of an operating aircraft
area for passengers offering security, basic amenities, under power and whilst on the ground at all times.
protection from the elements and a barrier from the aircraft The controls must not be left unattended with the aircraft
movement area. Incoming and outgoing passenger routes under power in any circumstances, even to assist in activities
must be designated. such as hot refueling, load attachment or passenger
management. The transfer of passengers whilst the rotors
are running for helicopter operations must be supervised by
Control 8.2: Designated Freight Area a designated PCO or HLO.
Ensuring aircraft cargo is kept safe and secure prior to
loading. Control 8.6: Parking Apron
Company owned and operated airfields, helipads and helidecks Ensuring the physical characteristics of the parking
must have a designated and secure freight area that provides apron support safe aircraft operations and deconflict
a controlled environment clear of the aircraft movement area aircraft movements.
and public thoroughfare.
For all company owned and operated airfields, the parking
apron area must be assessed by the aircraft operator as
Control 8.3: Passenger Control being suitable for their type of aircraft. Consider other
transient aircraft traffic, helicopter operations, refueling and
Ensuring passengers are kept clear of known hazard
the Pavement Classification Number (PCN). For long-term
areas during embarkation and disembarkation.
operations where practical, taxi lines specific to the contracted
A designated Passenger Control Officer (PCO) or Helideck aircraft type must be painted in the apron area for obstacle-
Landing Officer (HLO) who is in a position to communicate with clearance maneuvering purposes.
the crew at all times must control all passenger movements to
and from the designated aircraft movement area. The PCO can
Control 8.7: Perimeter Fence
be provided by the company or aircraft operator, and may be a
crew member in a multi-crew operation. Ensuring security of airfields and landing areas.

The PCO and HLO must be identified using a distinguishing Construct a perimeter fence around all company owned and
vest if they are not a crew member of the aircraft. operated airfields to prevent access by livestock, other animals
and traveling pedestrians.

Control 8.4: Ground Procedures

Control 8.8: Airfield Control
Ensuring safe maneuvering of aircraft when on the ground.
Ensuring airfields are operated in accordance with
The Operations Manual must include requirements on ground certification requirements by qualified personnel.
handling and the maneuvering of aircraft.
All company owned and operated airfields must have
personnel who are responsible for overseeing and managing
the airfield and operating standards. Responsibilities include
having a basic understanding of the local aviation regulatory
system, certification requirements of the airfield and daily
airfield reporting officer duties.

18 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations Version 10, May 2024
Threat 9.0: Collision in Air
An aircraft and object collide in air resulting in an accident

Threat Controls

Cruising Altitudes
Traffic Collision
Threat 9.0: Air Traffic Control (ATC)
Avoidance System (TCAS)
Collision In Air Oversight
High Intensity Strobe Lights
Airfield Bird Control

Control 9.1: Cruising Altitudes Control 9.4: Traffic Collision Avoidance

Ensuring appropriate vertical clearance from other System (TCAS)
aircraft and known bird activity. Ensuring timely detection of conflicting air traffic to
enable correct avoidance maneuvers and avoidance of
Comply with the ICAO cruising altitudes for both VFR and IFR
other traffic.
flight unless circumstances, such as weather, require non-
standard procedures. Where known bird migratory routes are Aircraft capable of being flown at night, under the IFR and on
identified, make practical attempts to plan cruise altitudes long-term contract must be fitted with a TCAS. The aircraft
above 3,000 feet above ground level. operator must have a procedure describing the action to be
taken for TCAS advisories.
Control 9.2: Air Traffic Control (ATC) Oversight
Ensuring the optimum use of ATC services to maximize
Control 9.5: High Intensity Strobe Lights
air traffic separation. Ensuring aircraft are conspicuous to all other traffic.

The Pilot-in-Command must consider the use of Air Traffic Aircraft on long-term contract operating in airspace without
Controlled or Monitored airspace when determining cruising radar coverage and where the potential for conflicting traffic
altitudes utilized during flight. is assessed as being high, must have high intensity strobe or
pulse lights fitted when approved for the aircraft type.
Control 9.3: Airfield Bird Control
Ensuring that the probability of bird strikes to aircraft
in the vicinity of airfields is minimized.

Conduct active bird control at all company owned and

operated airfields when required and record the presence of
birds periodically. Where possible, birds must be dispersed or
removed in accordance with local wildlife regulations. Seeding
grass, open waste disposal and water ponds must be restricted
to remove attractions for birds.

Where bird activity exists, aircraft operators must minimize the

risk of bird strike during all operations.

Version 10, May 2024 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations 19
Threat 10.0: Structural or Mechanical Failure
Structural or mechanical failure of the aircraft results in loss of control and
an accident

Threat Controls

Single-engine Aircraft Aural Cabin Pressure

Helicopter Vibration
Threat 10.0: Warning System
Structural or Multi-engine Aircraft Monitoring
Critical Maintenance
Supply of Spares Engine Trend Monitoring
Mechanical Failure Tasks (CMTs) and
Hangar Facilities Minimum Equipment List (MEL)
Independent Inspections

Control 10.1: Single-engine Aircraft Control 10.4: Hangar Facilities

Ensuring the safety of occupants in the event of engine Ensuring facilities are conducive to sound maintenance
failure and subsequent forced landing. practice, including the provision of emergency
Single-engine aircraft must only be used for passenger flights equipment.
in a non-hostile environment under day visual conditions. Hangar facilities that are suitable for the activities being
All single-engine aircraft used for passenger carrying performed must be accessible for aircraft operating on all
operations must have turbine engines. long-term contracts. Long-term field operations, particularly
in high rainfall, arctic or desert environments, must have
sheltered arrangements for scheduled and non-scheduled
Control 10.2: Multi-engine Aircraft
field aircraft servicing.
Ensuring the safety of occupants in the event of engine
Permanent hangars must be fitted with fire extinguishers and
failure.
fire alarms which are regularly tested in accordance with fire
Multi-engine aircraft capable of sustaining a 1% net climb regulations. Records of such tests must be made available
gradient above the route lowest safe altitude, or 500 feet upon request.
above the terrain in the area of operations, with One Engine
Inoperative (OEI), must be used if:
Control 10.5: Helicopter Vibration Monitoring
• Operating in a hostile environment and carrying passengers;
Ensuring the early detection of impending failures in
• Any portion of the flight will be in instrument (non-visual) helicopter transmission systems to facilitate timely
night conditions; and/or corrective action.
• Operating on extended over water flights.
Helicopters on long-term contract must have a plan endorsed
by a Competent Aviation Specialist to fit a Health Usage
Control 10.3: Supply of Spares Monitoring System (HUMS) or airframe and engine Vibration
Ensuring provision of genuine, serviceable parts. Monitoring System (VMS), where systems have been
developed and approved for the helicopter type. The aircraft
The aircraft operator must ensure that all parts accepted into
operator must follow procedures to routinely download and
stores and fitted to an aircraft conform to approved design
analyze data.
data, had been released by an appropriate organization, are
suitably stored and are in a condition for safe operation.
Control 10.6: Engine Trend Monitoring
Ensuring the early detection of impending failures in
engine systems to facilitate timely corrective action.

All single-engine turbine aircraft on long-term contract must

fit an automatic electronic engine trend monitoring system
when available for the aircraft type. The aircraft operator must
follow procedures to routinely download and analyze engine
trend data.

20 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations Version 10, May 2024
Control 10.7: Minimum Equipment List (MEL) Control 10.9: Critical Maintenance Tasks (CMTs)
Ensuring clear guidance for the safe operation of the and Independent Inspections
aircraft with inoperative equipment prior to dispatch Ensuring maintenance tasks that are critical to
by use of approved procedures. the safety of flight are managed with additional
independent scrutiny.
Aircraft operators must develop a MEL for all aircraft on long-
term contracts. All equipment installed on an aircraft must Maintenance tasks that involve assembly or disturbance of any
be operational, unless it is operated in accordance with an system that may affect the flight path, attitude or propulsive
approved MEL or approved by the appropriate civil aviation force, which, if errors occurred, could result in a failure,
authority under an established program for deferred defects. malfunction, or defect that would endanger the safe operation
of the aircraft must be considered as a CMT.
Control 10.8: Aural Cabin Pressure Warning System CMTs must be clearly identified in maintenance worksheets or
Ensuring clear warning of aircraft pressurization job cards.
failure. CMTs must be subject to an Independent Inspection in
Where approved for the aircraft type and permitted by the accordance with established procedures, carried out by at
National Aviation Authority, all pressurized aircraft must be least two persons, at least one of which is qualified and
equipped with an aural cabin pressure warning system in authorized to sign the Maintenance Release.
addition to any visual cabin pressure warning system.

Courtesy: Nautilus Aviation

Version 10, May 2024 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations 21
Threat 11.0: Weather
Weather conditions force an aircraft to deviate from its original flight path
causing an accident

Threat Controls

Adverse Weather Policy

VFR Minimum Requirements
Threat 11.0: Thunderstorm Avoidance
Cold Weather Training
Weather Weather Radar
Mountain Flying Training (Helicopters)
Wind Shear Training

Control 11.1: Adverse Weather Policy Control 11.5: VFR Minimum Requirements
Establishing weather limitations consistent with the Ensuring aircraft are operated safely when utilizing
capabilities of the aircraft and the available rescue Visual Flight Rules especially in dynamic or marginal
assets, are applied to each flight. environments.
An Adverse Weather Policy must be developed by the company Aircraft operating under VFR must be flown in accordance
in conjunction with the aircraft operator when weather with the minimum local regulatory requirements for flight
conditions exist that are suitable for flying, but not suitable under the VFR for departure, en route and destination legs.
for normal operations. Situations can include: excessive wind Local Standard Operating Procedures must be developed for
over helidecks prohibiting personnel movement to and from areas such as mountainous jungle operations, where rapidly
the helicopter, excessive sea state preventing an effective changing VFR conditions can be common.
offshore search and rescue capability, or man-made smoke
haze degrading visual conditions in a jungle environment.
The Adverse Weather Policy must outline clearly under
Control 11.6: Cold Weather Training
what conditions flying operations should be restricted or Ensuring flight crew are appropriately trained
temporarily halted. for the safe operation of aircraft in cold weather
environments.
Control 11.2: Thunderstorm Avoidance Crew who operate aircraft in a cold weather environment
Ensuring safe operations in the vicinity of (ground snow and ice) must undergo annual training prior to
thunderstorms. the onset of the winter season that addresses:

Aircraft operators must outline thunderstorm avoidance • Pre-takeoff inspections;

techniques in the Operations Manual.
• Anti-icing and de-icing including use of holdover time tables;

Control 11.3: Weather Radar • In-flight icing and associated hazards;

Ensuring flight crew are provided with accurate • Cold weather operational takeoff, approach and landing; and
real-time weather information to allow the avoidance • Runway visibility, contamination and performance
of adverse conditions.
considerations.
All aircraft contracted to be able to operate under IFR or at
Free online courses addressing the above include NASA aircraft
night must be fitted with a serviceable weather radar. If the
on-line icing courses (http://aircrafticing.grc.nasa.gov/).
weather radar becomes unserviceable, the aircraft must not
be flown in Instrument Meteorological Conditions (IMC), or
at night unless the weather forecasts indicate there is no Control 11.7: Mountain Flying Training
likelihood of thunderstorms, lightning, turbulence or icing. (Helicopters)
Ensuring helicopter Flight Crew have sufficient training
Control 11.4: Wind Shear Training when operating in a mountainous environment.
Ensuring flight crew are provided with regular training Helicopter operators must ensure any pilot operating in a
to enable safe operations in the event of wind shear mountainous area has completed a mountain flying course to
phenomenon. the satisfaction of the Head of Flight Operations. The course
Flight crew operating aeroplanes on long-term contract must meet or exceed both the ground and flying syllabus
must have ongoing training addressing the identification outlined in the Helicopter Association of Canada Mountain
and recovery measures associated with microburst and wind Flying Training Best Practice version 1.1 dated August 2012.
shear phenomenon.

22 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations Version 10, May 2024
Threat 12.0: Medical Evacuation
In addition to the Controls and Defences detailed in this Standard, the following
requirements apply to Medical Evacuation (Medevac) flights

Threat Controls
Securing Equipment Equipment Documentation
Threat 12.0:
Weight and Balance Equipment Inspection Schedule Cleaning of Aircraft
Medical Transfers Provision of Oxygen Post Evacuation Mission
Medical Evacuation
Communications Flight Crew Qualifications, Arrival at Destination
Risk Assessment Experience and Recency

Control 12.1: Securing of Medical Equipment Control 12.6: Equipment Documentation

Ensuring role equipment is secured appropriately in Ensuring medevac equipment is appropriately certified
the aircraft. for use.

The aircraft operator must have a procedure that outlines the The aircraft operator must have appropriate documentation,
methodology associated with securing medical equipment such as Supplemental Type Certificates (STC), for all medical
in aircraft. equipment attached to the aircraft.

Control 12.2: Weight and Balance Control 12.7: Equipment Inspection Schedule
Ensuring role equipment is accounted for in the weight Ensuring early detection of impending failure of
and balance calculations. medical equipment.

The aircraft operator must ensure that the weight and All medical equipment (including oxygen cylinders) that
balance calculations accurately account for stretcher are capable of being attached to the aircraft must be on
carrying operations. an inspection schedule to determine serviceability.

Control 12.3: Medical Transfers Control 12.8: Provision of Oxygen

Ensuring preflight planning and aircraft systems Ensuring patient oxygen systems are properly certified
provide the maximum possible level of care to patients. and tested.

The aircraft operator must have a procedure for operating The aircraft operator must have a procedure that ensures any
aircraft at Sea Level cabin pressure for medical transfers oxygen cylinders are filled to manufacturer specifications.
when required. Where oxygen cylinders are permanently fitted to stretcher
systems they must undergo regular hydrostatic testing in
Control: 12.4: Communications accordance with manufacturer specifications.
Ensuring clear communications between flight crew
and medical staff in the aircraft. Control 12.9: Flight Crew Qualifications,
Experience and Recency
The aircraft operator must have the capability (such as
headsets) to allow communications between the medical Ensuring flight crew are competent to conduct
medevac operations by having appropriate training,
team and the pilots for each aircraft type considered.
qualifications and experience.

Control 12.5: Risk Assessment Comply with the requirements listed in Appendix 1.
Ensuring safety of flight is the prime consideration
prior to dispatch on medevac or SAR operations.

The aircraft operator must have a risk assessment process

so that the urgency of medical evacuation is separated from
the safety-of-flight decision-making process.

Version 10, May 2024 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations 23
Threat 12.0 (cont.)

Control 12.10: Cleaning of Aircraft Post

Evacuation Mission
Ensuring protection of personnel on-board the aircraft
from exposure to contaminated surfaces.

Post mission, the aircraft must be cleaned thoroughly, and if

this happens at night time, the task must not be commenced
until sufficient lighting in the cabin has been arranged.

Control 12.11: Arrival at Destination

(Destination Arrival or Transit Planning)
Ensuring ground services are ready and capable for
onward transport of the patient(s).

Medevac planning must consider and coordinate with the

operator, the destination arrival or intermediate transit
procedures to include ground ambulance arrangements,
bed-to-bed or tarmac access considerations.

24 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations Version 10, May 2024
Defences 19.0: Aircraft Accident
Mitigating defences in the event of an aircraft accident

Defence 19.1: Aircraft Certification Standards Defence 19.5: Flight Following

Ensuring the aircraft crashworthiness capability is Ensuring that the location of aircraft during normal
appropriate. and emergency situations is known, even when not
subject to air traffic control procedures.
Aircraft designed to the latest certification standards have
increased crashworthiness and survivability characteristics Where flights are conducted outside of controlled airspace or
when compared to those aircraft certified to older standards. are not subject to any form of position reporting, the aircraft
Consider the certification standard when selecting aircraft for operator in conjunction with the company must establish a
all long-term contracts. system of flight following appropriate for the operation.
An Emergency Response Plan must be able to be activated at
Defence 19.2: Emergency Response Plan all times in the event of distress or loss of communications.

Ensuring adequate and appropriate SAR or emergency

response procedures are up to date and tested. Defence 19.6: Survival Kit
All aircraft operations (including company owned or operated Ensuring that in the event of an emergency, aircraft
airports) must have an Emergency Response Plan (ERP) occupants have access to suitable equipment
commensurate with the activity undertaken that covers: and supplies to aid survival in the geographical
documented land-before-last-light limitations, exposure environment.
considerations, local Search and Rescue (SAR) capabilities, and
Survival kits appropriate for the geographical location and
hazards associated with the surrounding environment.
climatic conditions (offshore, jungle, arctic, desert, etc.) must
The ERP must be exercised annually for all long-term be carried for those operations where search and rescue
operations and include a bridging document detailing lines of
response times would require use of the equipment.
communications between the company and aircraft operator.

Defence 19.7: Flight Crew PLB

Defence 19.3: Emergency Locator Transmitter
Ensuring timely alerting and location identification to
Ensuring timely alerting and location identification to
aid SAR services.
aid SAR services.
Flight Crew operating helicopters in hostile environments must
An Emergency Locator Transmitter (ELT) meeting the
have access to a Personal Locator Beacon (PLB) that is either
requirements of Technical Standard Order (TSO) 126 (406MHz)
voice-capable or is accompanied with a satellite phone.
or equivalent must be fitted to all contracted aircraft. The
responsible party noted on ELT registration as the primary
contact is also to be detailed in the aircraft operator’s Defence 19.8: First-Aid Kit
Emergency Response Plan.
Ensuring that in the event of an emergency, aircraft
occupants have access to medical equipment.
Defence 19.4: Satellite Flight Following
At least one first-aid kit must be carried on all aircraft.
Ensuring that the location of aircraft during normal
and emergency situations is known at all times.

All aircraft on long-term contract operating in hostile

environments must be fitted with satellite flight following
systems. The system must be monitored by designated flight
following personnel with no secondary duties who are able to
initiate the Emergency Response Plan if required. The system
components must include: a cockpit distress function with
corresponding audio at the base station, cockpit indication of
functionality, satellite telephone with text back-up, internet-
based monitoring system and the ability to adjust reporting
intervals based on altitude.

Version 10, May 2024 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations 25
Defences 19.0 (cont.)

Defence 19.9: Passenger Dress Requirements Defence 19.13: Crash Boxes

Ensuring that passengers wear protective clothing Ensuring that in the event of an accident, emergency
appropriate to the operating conditions and response teams have access to suitable equipment.
environment.
Company owned and operated landing sites supporting long-
Passengers must wear clothing and footwear appropriate term operations must have a crash box accessible to personnel
to the environment being flown over regardless of the flight at the airfield or primary helipad.
duration.

With the exception of hard hats with chin straps, the wearing Defence 19.14: First Response to Aircraft Incident
of caps and other headgear of any type in and around on Airfield
helicopters is prohibited. This does not apply to flight crew
Ensuring adequate ‘rapid’ emergency response is
members inside the cockpit, conducting an aircraft inspection available on the airfield in a timely and adequately
with rotors stopped or during rotors running with the cap resourced manner.
secured by communication headset.
All company owned or operated helipads or airfields must
have an on-site means of providing a first response capability
Defence 19.10: Cockpit Voice Recorder (CVR)/ commensurate with the potential risk. The first response
Flight Data Recorder (FDR) capability is aimed at suppressing development of fire to allow
personnel time to exit the aircraft. Personnel must receive
Ensuring appropriate equipment is fitted to an aircraft
training on the equipment provided.
to aid in accident investigation and prevention.

Aircraft on long-term contract and certificated with a seating

Defence 19.15: Insurance
capacity of more than nine passenger seats shall be fitted
with a Cockpit Voice Recorder and Flight Data Recorder when Ensuring business continuity for the contracted
available for the aircraft type. providers.

It is the responsibility of the contracting company to determine

Defence 19.11: Upper Torso Restraint the level of insurance required in accordance with company
risk management standards.
Ensuring aircraft occupants survive a crash impact.
Such insurance must not be cancelled or changed materially
All helicopter and single-engine aeroplane crew and passenger
during the course of the contract without at least 30 days
seats must be fitted with upper torso restraints and be worn at
written notice to the company.
all times.
The company must be named as additional insured under
The use of seat belt extensions that interfere with the full
the contract.
effectiveness of the upper torso restraint is prohibited.

Defence 19.16: Post Event Management

Defence 19.12: Limitations in Sideways Seating
Ensuring post-event protocols are established to assist
Ensuring aircraft occupants survive a crash impact. safe resumption of activities.
Sidewards facing seats must be avoided during takeoff and The aircraft operator must have a process clearly outlining
landing, unless regulatory approved shoulder restraints are a safe resumption of services following a reportable event.
used and passengers are briefed on the importance of their This process should include (but not be limited to), ensuring
use accordingly. flight crew well being and fitness-for-work, aircraft continuing
airworthiness assurance and any role-specific activities (such
as external loads) are all being conducted in accordance with
expectations.

26 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations Version 10, May 2024
 Courtesy: Skyhorse Aviation

Appendices

Version 10, May 2024 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations 27
Appendix 1:

Flight Crew Qualifications, Experience and Recency

Pilot-in-Command – Aeroplanes and Helicopters

Qualifications >5700 kg Multi-engine 5700 kg and below Multi-engine(1) Single-engine

Licence ATPL CPL(5) CPL

Instrument Rating (2)

Command, multi-engine Command, multi-engine Not required

Experience(3)

Total Hours 3000 2500 2000

Total Command 2500 1500 1500

Total Command Multi-engine 500 500 N/A

Total Command on Type 100 100 100

Experience in Topographical Area One year experience in area similar to specified in contract (arctic, offshore, high density altitude
mountainous, jungle, international operations, etc).

Co-pilot – Aeroplanes and Helicopters

Qualifications >5700 kg Multi-engine 5700 kg and below Multi-engine(1) Single-engine

Licence CPL CPL CPL

Instrument Rating(2) Command Co-pilot

Experience (3)

Total Hours 500 250 250

Total Multi-engine 100 50

Total on Type 50 10 10

Both Pilot-in-Command and Co-pilot – Aeroplanes and Helicopters

Recency

Total Hours previous 90 days(4) 50 hours, ten on the aircraft type

Night recency previous 90 days Three night takeoffs and landings

CRM/ADM initial and refresher Every two years

Dangerous Goods Awareness Every two years

Accident and Violation Record Two years accident free for human error causes, subject to review by the company

Maintenance Personnel – Aeroplanes and Helicopters

Qualifications Chief Engineer Line Engineer

Total time on Aeroplanes/Helicopters Five years Two years

(whichever applicable)

Engine/Airframe/Avionics Rating Yes Yes

(where appropriate)

Accident and Violation Record Two years accident free for human error causes, subject to review by the company
(1) Includes the following type series: King Air 300, Twin Otter, Beech 1900, CASA 212, Metro III/23, Dornier 228 and Let 410.
(2) All instrument approach aid recency required to support the activity must be maintained within regulatory requirements.
Instrument Ratings are NOT required for operations designated as VFR only.
(3) Competency-Based Training (CBT) reviewed and endorsed by a Competent Aviation Specialist may be used.
(4) If not met, a non-revenue check-flight by a qualified company check pilot is required.
(5) Some regulatory authorities may require the PIC to hold an ATPL for multi-crew operations.

28 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations Version 10, May 2024
Appendix 2:

Basic Aircraft Equipment Fit

Helicopters and Aeroplanes

Equipment Multi-engine Single-engine

Two VHF Transceivers

One HF Transceiver, if VHF coverage is not available for the entire area

Mode C or S Transponder

TSO 126 ELT

GPS (IFR TSO required for night or IFR operations)

Upper Torso Restraints (Helicopter and SE Aeroplane only)

Required
First-Aid Kit

One Fire Extinguisher

Survival Equipment, tailored to environment

Automatic Electronic Engine Trend Monitoring – required for

single-engine aircraft on long-term contract

Fixed or portable electronic CO detection capability with a functioning

audio alert for all piston engine fixed wing aircraft

Internal PA system or effective ability to communicate with passengers

Required for passenger carrying operations
Passenger Briefing Cards

Autopilot or AFCS(1)

Two ADF, if NDB approach is only approved instrument approach

available

Two VOR/ILS Required IFR or Night

VSI

Radio Altimeter with audio and visual alert

Color Weather Radar

TCAS I – Rotary Wing

TCAS II – Fixed Wing

Optional
TAWS

Satellite Flight Following (hostile environment)

CVR/FDR, or as required by local CAA (>9 passenger seats)

HUMS, UMS or VMS Required for dedicated long-term contracts

FDM

Automatic Dependent Surveillance - Broadcast (ADS-B)

Performance based navigation system where ground based navigation

systems do not provide approach capability

High Visibility Pulse Lights – in areas of traffic

External Mirrors for situational awareness (helicopters only) Optional

(1) The following twin engine aircraft are exempt from this requirement: DHC-6 Twin Otter, Beech 99, Beech 1900, Beech King Air 90/100/200, Embraer Bandeirante,
Fairchild Swearingen Metro III/IV, Let 410 and Jetstream J31/32.

Version 10, May 2024 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations 29
Appendix 3:

Abbreviations

ACAS Airborne Collision Avoidance System HUET Helicopter Underwater Escape Training
ADF Automatic Direction Finder HUMS Health and Usage Monitoring System
ADM Aeronautical Decision Making IAGSA International Airborne Geophysics Safety Association
ADS Air Drop System IATA International Air Transport Association
ADS-B Automatic Dependent Surveillance - Broadcast ICAO International Civil Aviation Organization
AELTS Aviation English Language Test Services IFR Instrument Flight Rules
AFCS Automatic Flight Control System ILS Instrument Landing System
AGL Above Ground Level IMC Instrument Meteorological Conditions
ALAR Approach and Landing Accident Reduction LSALT Lowest Safe Altitude
AMSL Above Mean Sea Level MAP Missed Approach Point
AOC Air Operator’s Certificate MEL Minimum Equipment List
AP Autopilot NDB Non-Directional Beacon
APU Auxiliary Power Unit NVIS Night Vision Imaging System
ASI Air Speed Indicator NVFR Night Visual Flight Rules
ATC Air Traffic Control OEI One Engine Inoperative
ATPL Air Transport Pilot Licence OEM Original Equipment Manufacturer
AWOS Automated Weather Observation System ORA Operational Risk Assessment
BARS Basic Aviation Risk Standard PCN Pavement Classification Number
BIG BARS Implementation Guidelines PCO Passenger Control Officer
CAA Civil Aviation Authority PIC Pilot-in-Command
CBT Competency Based Training PLB Personal Locator Beacon
C of G (Aircraft) Center of Gravity PPE Personal Protective Equipment
CFIT/W Controlled Flight into Terrain/Water RPAS Remote Piloted Aircraft System
CMT Critical Maintenance Task SAR Search and Rescue
CPL Commercial Pilot’s Licence SMS Safety Management System
CRM Crew Resource Management SOP Standard Operating Procedure
CVR Cockpit Voice Recorder STC Supplementary Type Certificate
DG Dangerous Goods TAWS Terrain Awareness Warning System
DME Distance Measuring Equipment TCAS Traffic Collision Avoidance System
DZC Drop Zone Coordinator TEM Threat and Error Management
DZ Drop Zone TSO Technical Standards Order
EFB Electronic Flight Bags (EFB) UMS Unit Monitoring System
ELT Emergency Locator Transmitter VFR Visual Flight Rules
EPIRB Emergency Position Indicating Radio Beacon VHF Very High Frequency
ERP Emergency Response Plan VMC Visual Meteorological Conditions
FAA Federal Aviation Authority (USA) VMS Vibration Monitoring System
FDM Flight Data Monitoring VOR VHF Omni Directional Range navigation system
FDR Flight Data Recorder VSI Vertical Speed Indicator
GA General Aviation VY Best Rate of Climb Speed
GPS Global Positioning System V1 Decision Speed on Takeoff
HF High Frequency WSPS Wire Strike Protection System

30 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations Version 10, May 2024
Appendix 4:

External Load Operations

Figure 3: BARS Bow Tie Risk Model – Schematic of Aviation Risk Management Controls
and Recovery Measures for External Load Operations.

Threat Controls

Threat 20.0: Fuel Reserve

Fuel Exhaustion Low Level Light

Threat 21.0: Lifting Equipment

Failure of Shackles
Servicing Schedule Aircraft Accident
Line Shock Load
Lifting Equipment Visual Inspection

Recovery Measures:
Threat 22.0: Load Construction
Inadvertent Manual and Electrical Standardized Controls
Flight Path
Release Mechanism Guarded Release Switch
Load Release Management

Flight Crew Helmets

Threat 23.0:
Pilot Experience External Mirrors
In-flight Loss Instrument Remote Indicators Flight Following
Pilot Daily Flight Times Load Weight
of Control Standard Operating Procedures
No Passengers

Threat 24.0:
Line Fouling Weighted Lines Maneuver Boundary Envelope
Never Exceed Speeds Short Line
In Transit

Threat 25.0:
Ground Loss Ground Briefing Ground Personnel
Aircraft Ground Control Ground Personnel - Training
of Control

Version 10, May 2024

Version 10, May 2024 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations 31
Appendix 4:

Threat 20.0: Fuel Exhaustion

The helicopter operates on minimum fuel load to maximize lifting capability, runs out of fuel
and suffers an engine flame-out resulting in an accident

Threat Controls

Threat 20.0: Fuel Reserve

Fuel Exhaustion Low Level Light

Control 20.1: Fuel Reserve Control 20.2: Low Level Light

Ensuring sufficient fuel is carried, including required Ensuring flight crew situational awareness with regard
reserves. to available fuel reserves.

Maintain a minimum fuel reserve of 20 minutes at all times. When available for the aircraft type, a fuel low level warning
light must be fitted.

Threat 21.0: Failure of Lifting Equipment

The lifting equipment fails and drops the load resulting in an accident on the ground

Threat Controls

Threat 21.0: Lifting Equipment

Failure of Shackles
Servicing Schedule
Line Shock Load
Lifting Equipment Visual Inspections

Control 21.1: Lifting Equipment clevises, etc.) must be inspected by qualified personnel daily
prior to the flight. Any signs of wear, fraying, corrosion,
Ensuring certification of lifting equipment and kinks or deterioration must result in the equipment being
compliance with the equipment manufacturer’s
discontinued from use.
servicing requirements.
The aircraft operator must ensure the serviceability and
certified safe working load of lifting equipment is adequate
Control 21.4: Shackles
for the task and appropriate to the material used for the line. Ensuring that shackles are compliant and compatible
with other load lifting equipment.

Control 21.2: Servicing Schedule The shackles used to connect the cable to the aircraft must
conform to specific Flight Manual supplements regarding the
Ensuring early detection of impending failure of load
diameter of the shackle rings and their use with respective
lifting equipment.
hook types on the aircraft.
Lifting equipment must conform to a servicing schedule
that provides all necessary documentation associated with
inspections, certification and serviceability. Copies of this Control 21.5: Line Shock Load
servicing schedule must be made available to the aircraft Ensuring all lines are checked for serviceability
operator’s representatives in the field. following a shock load event.
The aircraft operator must ensure that pilots are familiar with
Control 21.3: Visual Inspections shock load, conditions that can lead to it and have a process
in place for detailed line inspection following an actual or
Ensuring servicing routines are supplemented with suspected shock load event. Where available, tell-tale links
visual inspections prior to each use. that provide visual confirmation a line has not been subjected
All lifting equipment (cables, lines, straps, baskets, swivels, to deformation resulting from shock load should be used.

32 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations Version 10, May 2024
Threat 22.0: Inadvertent Load Release
The load is inadvertently released in-flight, falls to the ground and causes an accident

Threat Controls

Threat 22.0: Load Construction

Inadvertent Manual and Electrical Standardized Controls
Flight Path
Release Mechanism Guarded Release Switch
Load Release Management

Control 22.1: Manual and Electrical Control 22.4: Load Construction

Release Mechanism Ensuring that all loads are rigged by appropriately
Ensuring that aircraft have appropriate mechanisms for trained and qualified personnel, and all external lifts
release of loads in normal and emergency situations. are flown to the agreed load plan agreed to by the
pilot.
The aircraft must have a serviceable cockpit manual and electric
release mechanism and an external manual release at the hook. The aircraft operator must ensure that all loads are
appropriately rigged by qualified personnel. The load plan for
all external lifts must be documented and reviewed with pilot
Control 22.2: Standardized Controls
during the start-up operational risk assessment. Any deviation
Removing the potential of inadvertent load release. from the plan must first be agreed to by the pilot.
When practical for aircraft of the same or similar type, the
aircraft operator must standardize electrical load release Control 22.5: Flight Path Management
switches, particularly when located on the cyclic and
Ensuring personnel below the aircraft are not impacted
collective controls.
by release of the load.

The aircraft operator must have procedures that minimizes

Control 22.3: Guarded Release Switch
external load flights over populous areas, dwellings and
Removing the potential of inadvertent load release. personnel. Furthermore, ground crew working with external
When available for the aircraft type, all electrical release loads must be briefed not to enter the load footprint at any
switches must be guarded or collared to prevent inadvertent stage during approach or departure of the aircraft.
activation.

Courtesy: Skyhorse Aviation

Version 10, May 2024 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations 33
Appendix 4:

Threat 23.0: In-flight Loss of Control

Poor manipulative control in-flight results in a loss of control and an aircraft accident

Threat Controls

Instrument Remote
Threat 23.0: External Mirrors
In-flight Loss Pilot Experience Indicators
Load Weight
Pilot Daily Flight Times Standard Operating
of Control No Passengers
Procedures

Control 23.1: Pilot Experience Control 23.4: Standard Operating Procedures

Ensuring flight crew are adequately trained and have Ensuring safe, efficient and standardized external load
sufficient experience to conduct helicopter external lifting operations.
load operations.
The helicopter operator must have Standard Operating
Pilots engaged in external load activities must comply with Procedures outlining requirements of personnel engaged in
the following requirements: the external load activity. The procedures must be relevant to
the local environment and terrain being operated in. All pilots
• Successful completion of operator’s external load training
engaged in external load operations must participate in a
program tailored to the vertical reference and the long-
pre-start operational risk assessment with all ground crew to
line (>50 feet), or the short-line (<50 feet), whichever is
ensure the SOPs are agreed and understood.
applicable;

• At least 200 hours external load operations, 100 of which

Control 23.5: External Mirrors
must be vertical referencing (if used in that role); and
Ensuring enhanced situational awareness of the
• An annual long-line and/or external load base check with
external load at all times.
designated check and training personnel.
Where available for the helicopter type, external mirrors
showing the hook area must be fitted to the aircraft.
Control 23.2: Pilot Daily Flight Times
Where fitted, the mirror must not interfere with the design
Ensuring that the flight crew is not impacted by and operation of the Wire Strike Protection System (WSPS).
fatigue.

Where the external load moves are more than three per hour, Control 23.6: Load Weight
comply with the following flight times:
Ensuring accurate load weights are known and within
Single-pilot operation Two-pilot operation aircraft limits.

3 hour maximum flight time 5 hour maximum flight time per All loads must have accurate weights provided to the pilot
per flying period, followed by flying period, followed by
before each lift. Standard load plans can be used as long as
a 30 minute rest-break. Hot a 60 minute rest-break.
refueling does not constitute the weights are accurately known (compressors, rig break-
a rest-break. down, sample bags, etc). A load meter must be fitted to
6 hour maximum flight time per 8 hour maximum flight time per the aircraft if considered necessary during the pre-start
calendar day. calendar day. risk assessment.

Control 23.3: Instrument Remote Indicators Control 23.7: No Carriage of Passengers

Ensuring that flight crew can adequately monitor Removing unnecessary exposure to risk for passengers.
critical aircraft operational limits at all times.
Only personnel who are employed or contracted by the aircraft
For single-pilot operations using vertical referencing operator to accomplish the work activity directly associated
techniques and where the aircraft instruments are not in the with that operation may be carried on helicopters during
pilot’s scan, remote indication of fire warning light and torque external load operations. This includes transit with an empty
gauge shall be fitted where possible for the aircraft type. line attached.

34 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations Version 10, May 2024
Threat 24.0: Line Fouling In Transit
The load becomes detached from the line or the line is flown empty which, when above a certain speed,
causes it to stream up and rearwards into the tail rotor resulting in an accident

Threat Controls

Threat 24.0: Maneuver Boundary

Line Fouling Weighted Lines
Envelope
Never Exceed Speeds
in Transit Short Line

Control 24.1: Weighted Lines Control 24.3: Maneuver Boundary Envelope

Ensuring helicopter systems cannot be fouled by Ensuring that the external load remains stable and
unweighted lines. controllable at all times.

The long-line must be weighted to prevent potential fouling All safe transit speeds, the maximum angle of bank, the
with the tail rotor if the long-line is to be flown without a load maximum allowable rate of descent and general handling
attached. Implement pre-takeoff checks which are designed associated with stable load operations must be briefed and
to ensure flight crew involved in repetitive load operations are understood by all flight crew prior to the commencement
aware of when the line is attached. of operations. Localized conditions, such as the effects of
turbulence and wind, must be taken into consideration with
Control 24.2: Never Exceed Speeds the load design to ensure any aerodynamic potential of the
load is minimized. Where necessary, apply lift-spoiling drag
Ensuring that the external load remains stable and
devices to the load to prevent dynamic instability.
controllable at all times.

All applicable speed limitations must be briefed and Control 24.4: Short-Line (<50 feet)
understood by all flight crew prior to the commencement of
Ensuring that the helicopter systems cannot be fouled
operations. If the aircraft Air Speed Indicator (ASI) is calibrated
by unweighted lines.
in different units of measurement than the documented speed
limitations, a separate risk assessment must be conducted and Transit with a short-line and no load attached is not permitted.
reviewed with a Competent Aviation Specialist prior to start.

Version 10, May 2024 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations 35
Appendix 4:

Threat 25.0: Ground Loss of Control

A departure from normal operations on the ground results in loss of control of the load and aircraft
resulting in an aircraft accident

Threat Controls

Threat 25.0: Ground Briefing

Ground Loss Aircraft Ground Control
of Control Ground Personnel

Control 25.1: Ground Briefing Control 25.3: Ground Personnel

Ensuring all personnel involved in the external load Ensuring ground personnel have appropriate personal
lifting operations are comprehensively briefed. protection.

The pilot must ensure all personnel involved in the external load Ground personnel must wear appropriate Personal Protective
activity are briefed prior to the commencement of operations. Equipment (PPE) including hard hats with chin straps, impact
This brief must include all emergency scenarios that could resistant goggles, gloves, safety shoes, high visibility vests and
involve the ground crew. a means of ground-to-air communications with the flight crew.

Control 25.2: Aircraft Ground Control Control 25.4: Ground Personnel - Training
Ensuring safety of all personnel in the vicinity of Ensuring ground personnel associated with external
helicopters conducting external load lifting operations. load activities have the required training.

A pilot must remain at the controls of an operating helicopter All personnel associated with external load ground operations
under power and whilst on the ground at all times. including load preparation and handling suspended loads must
The controls must not be left unattended with the aircraft have received training relevant to the activity, such as the Flight
under power in any circumstances, even to assist in activities Safety Foundation’s Helicopter External Load Operations (HELO)
such as hot refueling or load attachment. course.

Defences 29.0: Aircraft Accident

Mitigating defences in the event of an aircraft accident

Defence 29.1: Flight Crew Helmets Defence 29.2: Flight Following

Ensuring flight crew conducting external load Ensuring that the position of helicopters conducting
operations have appropriate head protection. external load operations is known at all times.

Flight crew involved in external load activities must Positive continuous communication and flight following must
wear serviceable flying helmets that comply with be maintained with the aircraft either by ground support crew
industry standards. or designated flight following personnel. Operation normal
calls must be scheduled at least every 30 minutes unless the
risk assessment requires a greater frequency.

36 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations Version 10, May 2024
Appendix 5:

Night Vision Goggles (NVG) Operations

Figure 4: BARS Bow Tie Risk Model – Schematic of Aviation Risk Management Controls
and Recovery Measures for Night Vision Goggles (NVG) Operations.

Threat Controls Recovery Measures:*

Threat 30.0:
NVG Standard Aircraft Certification Standards
NVG Power Supply
NVG Failure
NVG Compatibility Emergency Response Plan (ERP)

Emergency Locator Transmitter

Satellite Flight Following

Threat 31.0:
Weather
Flight Flight Rules
Risk Assessment Aircraft Accident Flight Following
Considerations
Dispatch Procedure
Survival Kit

Flight Crew PLB

Threat 32.0:
Certification Status TAWS
Crewing Autopilot First Aid Kit
Helicopter
Lighting Moving Map
Compatibility
Radar Altimeter Multi-engine Aircraft Passenger Dress Requirements

Cockpit Voice Recorder (CVR)/

Flight Data Recorder (FDR)

Threat 33.0: Experience Requirements Upper Torso Restraint

Flight Crew Specialist Experience
Flight Crew Training
CRM Training
Experience Command Time
Limitations in Sideways Seating

Crash Boxes

First Response to Aircraft

Threat 34.0: Flight Time Recency
Incident on Airfield
Flight Crew Manipulative Recency
Recency Flight Duration
Insurance

Post Event Management

*No change to Defence 19.0

Threat 35.0: Operational Crew
General NGV Authorization
Considerations SOPs

Version 10, May 2024

Definitions Applications
Night Vision Goggles (NVGs). A binocular appliance that Role specific applications including, not limited to: Medevac,
amplifies ambient light and is worn by a pilot. The NVGs marine pilot transfer and cold environment pipeline patrol.
enhance the pilots’ ability to maintain visual reference to
the surface at night.

Night Vision Imaging System (NVIS). A system that

integrates all elements necessary to successfully and safely
operate a helicopter with NVGs. The system includes NVGs,
NVIS compatible lighting and other helicopter components.

Medevac. Medical Evacuation (Medevac) is a specific flight

with the purpose of retrieving a patient in medical distress
from injury or illness.

Version 10, May 2024 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations 37
Appendix 5:

Threat 30.0: NVG Failure

NVG equipment failure leads to one or more of the crew losing night vision capability
and disorientation

Threat Controls

Threat 30.0:
NVG Standard
NVG Power Supply
NVG Failure
NVG Compatibility

Control 30.1: NVG Standard

Ensuring NVGs are certified to the correct standard.

NVGs must be certified to a minimum standard of TSO-C164

(equivalent of ANVIS 9 with Omnibus 4 Image Intensifier
Tubes). Goggles introduced post release of TSO-C164 must
meet the performance requirements of RTCA/DO-275.

Control 30.2: NVG Power Supply

Ensuring NVGs have a power supply with back-up
facility that is independent of aircraft electrical
systems.

NVGs must be battery powered (not supplied by aircraft

electrical power) and equipped with an automatic power
supply change over, or a minimum 30 minute battery warning
to the user.

Control 30.3: NVG Compatibility

Ensuring all NVGs used by flight crew are compatible
with spares available.

Each crew member must use the same model of NVG.

Carry on-board a spare set of NVGs of the same model
and make them readily accessible by the crew.

Courtesy: HeliWest

38 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations Version 10, May 2024
Threat 31.0: Flight Considerations
Preflight preparation must take into account the anticipated weather and visibility to support
safe NVG operations

Threat Controls

Threat 31.0:
Weather
Flight Flight Rules
Risk Assessment
Considerations
Dispatch Procedure

Control 31.1: Weather Control 31.3: Risk Assessment

Ensuring weather conditions are suitable for NVG Ensuring all risks associated with NVG operations are
operations by meeting Visual Meteorological analyzed, minimized and accepted.
Conditions.
Perform and document a risk assessment and brief the crew
Forecasted weather conditions along the planned route must on it prior to each NVG activity.
meet Visual Meteorological Conditions (VMC) or better. The
weather forecast must provide:
Control 31.4: Dispatch Procedure
• Illumination prediction (moon, starlight); and
Ensuring NVG operations are appropriately planned,
• Risk of reduced visibility in blowing snow, dust, haze. risk assessed and authorized.

Develop and implement a flight dispatch procedure that

Control 31.2: Flight Rules covers mission development, flight planning, risk assessment,
Ensuring helicopters are dual pilot capable and mitigation and authorization processes.
certified for Instrument Flight Rules flight as a safety
redundancy measure.

Helicopters must be fully Instrument Flight Rules (IFR)

compatible (refer to Controls 5.1 to 5.10 and Appendix 2)
and certified for dual IFR operations in accordance with local
regulatory requirements.

Courtesy: Skyhorse Aviation

Version 10, May 2024 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations 39
Appendix 5:

Threat 32.0: Helicopter Compatibility

Insufficient or incompatible equipment or aircraft features lead to a misinformation
or misjudgment by the crew

Threat Controls

Threat 32.0:
Certification Status TAWS
Helicopter Crewing Autopilot
Lighting Moving Map
Compatibility
Radar Altimeter Multi-engine Aircraft

Control 32.1: Helicopter Certification Status Control 32.5: Terrain Awareness Warning System
Ensuring helicopters that conduct NVG operations are
(TAWS)
appropriately certified for NVIS. Ensuring the accurate detection of terrain and adjacent
obstacles so as to allow timely corrective action if
Helicopters must be produced or modified with an NVIS necessary.
certification under an approved Supplementary Type
Certificate (STC) or Federal Aviation Administration (FAA) Helicopters must be equipped with a Terrain Awareness

AC 27-1B MG 16 (or equivalent) and/or FAA AC 29.2C MG 16 Warning System (TAWS) that meets the requirements of

(or equivalent). TSO-C194.

Control 32.2: Helicopter Crewing Control 32.6: Autopilot

Ensuring helicopters that conduct NVG operations are Ensuring pilot workload is minimized.
appropriately crewed. Helicopters must be equipped with a three-axis autopilot to
Helicopters must be crewed by two-pilots with dual controls relieve crew workload.
and instruments for full IFR operations.
Control 32.7: Moving Map
Control 32.3: Helicopter Lighting Provision of enhanced situational information to the
Ensuring helicopters that conduct NVG operations flight crew.
are equipped with external lighting to permit safe For long-term contracts exceeding three years, and where
operations. practicable for the aircraft type, a moving map capability must
Helicopters must be equipped with a fully steerable searchlight be fitted to enhance crew situational awareness.
(preferably infrared) capable of being operated from either
pilot station. Control 32.8: Multi-engine Aircraft
Ensuring the safety of occupants in the event of engine
Control 32.4: Radar Altimeter failure.
Ensuring the provision of reliable RADALT data and Use a multi-engine aircraft when conducting flights on NVGs.
warning to provide clear and reliable awareness of
height above terrain/water.

Helicopters must be equipped with either a dual output radar

altimeter, or two independent radar altimeters equipped with
visual and aural height warnings with variable height alert that
can be set by the flight crew.

40 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations Version 10, May 2024
Threat 33.0: Flight Crew Experience
A lack of training or experience leads to loss of control and accident

Threat Controls

Threat 33.0: Experience Requirements

Flight crew Specialist Experience
Flight Crew Training
Experience CRM Training
Command Time

Control 33.1: Flight Crew Experience Requirements Control 33.4: Specialist Experience
Ensuring flight crew are competent to conduct NVG Ensuring flight crew conducting specialist NVG
operations by having appropriate experience. operations have appropriate training to allow safe
operations.
In addition to Appendix 1 requirements, all flight crew must have
a minimum of 50 hours of night (VFR or IFR), unaided flight time. Where specialist NVG operations are considered (for example,
confined area, hook, hoist, Marine Pilot Transfer),
qualifications as required by each role must be certified by the
Control 33.2: Flight Crew Training
NVG training provider.
Ensuring flight crew are competent to conduct NVG
operations by through appropriate training.
Control 33.5: Crew Resource Management (CRM)
Flight crew must have successfully completed an approved Training
NVG course that includes a minimum of five training sorties
Ensuring the CRM training for flight crew involved in
of at least one hour flight time duration each.
NVG operations includes NVG specific scenarios.

In addition to the CRM training requirements contained in

Control 33.3: Pilot Command Time
Appendix 1, the aircraft operator must provide role-based
Ensuring the Pilot-in-Command is competent to scenarios for NVG crew in a CRM recency context.
command NVG operations through appropriate
experience.

The aircraft captain must have ten hours Pilot-in-Command

NVG flight time logged.

Courtesy: Nautilus Aviation

Version 10, May 2024 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations 41
Appendix 5:

Threat 34.0: Flight Crew Recency

A lack of recent NVG experience leads to a manipulative error and accident

Threat Controls

Threat 34.0: Flight Time Recency

Flight Crew Manipulative Recency
Recency Flight Duration

Control 34.1: Flight Time Recency

Ensuring minimum flight crew recency to enable safe
NVG operations.

In addition to Appendix 1 requirements, flight crew must

complete a minimum of 50 hours flight time in the preceding
90 days; 10 hours of which must be on the aircraft type.

Control 34.2: Manipulative Recency

Ensuring minimum ‘hands on’ time for flight crew to
enable safe NVG operations.

Each pilot must complete the following in the preceding

90 days using NVGs:
• Three night takeoffs;*
• Three night landings;*
• Three specialist hovering tasks; and
• Three transition tasks (NVG to non-NVG back to NVG
operations).
*Must include a climb, level flight segment and descent of at least the equivalent
of one circuit for each rotation.

Control 34.3: Flight Duration

Ensuring flight crew fatigue is appropriately managed
due to the higher workload of NVG operations.

Each pilot must not be scheduled to fly more than five hours
on NVGs during any single flight duty period.

Courtesy: Skyhorse Aviation

42 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations Version 10, May 2024
Threat 35.0: General NVG Considerations

Threat Controls

Threat 35.0: Operational Crew

General NVG Authorization
Considerations Standard Operating Procedures

Control 35.1: Operational Crew Control 35.3: Standard Operating Procedures

Removing unnecessary exposure to risk for passengers. Ensuring safe, efficient and standardized NVG
operations.
Do not carry passengers on training or operational flights,
other than those specifically authorized for the task by both Aircraft operators must have SOPs that define:
the company and aircraft operator. • NVG crew roles and responsibilities;
• Goggle/de-goggle procedures and limitations; and
Control 35.2: Authorization • Emergency de-goggle procedures.
Ensuring NVG operations have local regulatory
authority approval.

Aircraft operators must be approved by the local regulatory

authority for the conduct of NVG operations. All local
regulatory requirements must be met, and will take
precedence to any requirement contained in this Standard.

Version 10, May 2024 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations 43
Appendix 6:

Airborne Geophysical Survey Operations

Figure 5: BARS Bow Tie Risk Model – Airborne geophysical survey operations are higher
risk than other aviation activities in the resource sector. All proposed activities are
subject to a detailed risk analysis that meets the standards of the company, aircraft
operator and IAGSA.

Threat Controls
Recovery Measures:
Aircrew Experience And Recency
Threat 40.0:
Flight Crew Remuneration
Two Pilot Operations (Fixed-wing) Satellite Flight Following
Personnel
Single-pilot Operations (Fixed-wing)
Supervisory Personnel
Local Flight Following

Aircraft Accident
Emergency Response Procedures
Turbine Engines Radio Altimeter
Threat 41.0:
Aircraft Canopy Helicopter Flotation Equipment Crew Clothing
Aircraft Upper Torso Restraints Securing Cockpit Equipment
Oxygen Supply Aircraft Heater and
Equipment
Supplemental Type Certificate Air Conditioning Crew Helmets
(STC) Aircraft Radios and Transponder
Survival Kit


Life Jackets
Threat 42.0:
Helicopter External Load
Survey Towed Requirements Sling Equipment
Weak Links Synthetic Cables Liferafts
Device
Inspection Program
Underwater Escape Training


Risk Assessment Survey Speed – Fixed-wing Crew Personal Locator Beacon (PLB)
Pre-survey Reconnaissance Survey Speed – Rotary-wing
Flight Turning Radius
Threat 43.0: RPAS Simultaneous Operations
Survey Flight Night IFR
(RPAS SimOps)
Aircraft Survey Simultaneous Minimum Temperature
Operations
Operations (Survey SimOps) Performance Monitoring
Minimum Survey Height Reflights

Transit Altitude Offshore Surveys

Single-pilot Flight and Duty Time

Threat 44.0: Two-pilot Flight and Duty Time
Fatigue Fatigue Management Considerations
Accommodation
Version 10, May 2024

44 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations Version 10, May 2024
Threat 40.0: Personnel
Inadequate experience or high workload causes poor decision making and results
in an accident

Threat Controls

Aircrew Experience and Recency

Threat 40.0: Single-pilot Operations (Fixed-wing)
Flight Crew Remuneration
Personnel Supervisory Personnel
Two-pilot Operations (Fixed-wing)

Control 40.1: Aircrew Experience and Recency

Ensuring flight crew are competent to conduct survey operations duties by having appropriate training, qualifications

and recent experience.

The following requirements are in addition to those listed in Appendix 1.

Experience and Recency Requirement Supervisory Captain Co-Pilot Other crew Footnote
Personnel
All BARS Appendix 1 requirements Yes Yes 6

Total time – geophysical 300 hours 10 hours 6

Command/ICUS time – geophysical 300 hours 0 hours 1, 6

Command/ICUS on contract aircraft type 100 hours 0 hours 2, 6

Command/ICUS preceding 90 days 50 hours, 0 hours 2

ten on contract
aircraft type
Geophysical training program Yes Yes Yes 3

Simulator training Yes Yes 4

Underwater Escape Training Yes Yes Yes 5

Survey Crew Resource Management Yes Yes Yes

Supervisory Experience Yes 7

1. Agricultural pilots with formal ratings provided by a regulatory authority, who have at least 500 hours of low level agricultural flying incorporating GPS line flying, may
apply a 250 hour credit towards total Command time.

2. Successful completion of a geophysical line check by a qualified company check pilot of at least two hours on the contract aircraft type being used for survey (excluding
use of ferry time) may be used for the preceding 90 day recency requirements. Furthermore, the type-specific line check may be used in lieu of 50% of the 100 hours
Command/ICUS time on aircraft type required. Document flight crew competencies against established criteria.

3. Successful completion of a geophysical training program and where applicable a mountain flying course. Document flight crew competencies against established
criteria. Where the aircraft is operating with a fuel system that has been modified from the original certification criteria, include a specific training module on fuel system
management.

4. In addition to the training in the actual aircraft, pilots should, where practical, undergo simulator training in a type-specific simulator representing the aircraft
being flown on survey. Training should include type specific, instrument and emergency procedures training, as well as successful completion of low-level segments
representing typical survey profiles in which emergencies are introduced under varying environmental conditions. The training should be conducted at a minimum of once
every two years. In the event of a type-specific simulator not being readily available a generic simulator or procedural trainer should be utilized while recognizing their
additional limitations.

5.Underwater Escape Training must be conducted for all crew involved in over-water ferry flights and offshore geophysical operations and maintained within a three year
recurrency period.

6. A geophysical orientated Competency-Based-Training (CBT) reviewed and endorsed by a Competent Aviation Specialist may be used, as further described in
Common Control 1.4.

7. Approved Supervisory Experience includes managing Geophysical surveys, performing geophysical Check and Training roles, Head of Flight Operation roles and any
relevant flight operations management duties suitable for project oversight.

Version 10, May 2024 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations 45
Appendix 6:

Threat 40.0 (cont.)

Control 40.2: Flight Crew Remuneration Control 40.4: Single-Pilot Operations (Fixed-Wing)
Ensuring that the safety of survey operations is not Ensuring selection of single-pilot operations is made
compromised by unnecessary pressure on flight crew. only after accepting the workload environment of the
survey being proposed can be adequately managed.
To remove unnecessary pressure to fly and potentially
compromise minimum standards, flight crews must not be paid Single-pilot only fixed-wing operations must be approved
or incentivized based on hours or distance flown. by all stakeholders after conducting a risk assessment that
supports single-pilot workload and where necessary identifies
additional controls specifically aimed at mitigating the
Control 40.3: Two Pilot Operations (Fixed-Wing)
reduction in two-crew decision-making.
Ensuring fixed wing surveys are conducted as two pilot
operations when selection of aircraft type allows it. Control 40.5: Supervisory Personnel
Aircraft with two-seat cockpits fitted with dual controls and Ensuring all operations have effective supervision by
flown with two pilots should be the preferred type specified senior aircraft operator flight operations management.
for contracts requiring fixed wing aircraft support.
The aircraft operator must nominate the supervisory personnel
accountable for providing oversight of the survey flight
operations. The personnel do not necessarily have to be
onsite, but the manner and frequency of contact with field-
based personnel must be documented. Nominated supervisory
personnel must meet with the intent outlined in the table
presented in Control 40.1.

Courtesy: Skyhorse Aviation

46 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations Version 10, May 2024
Threat 41.0: Aircraft Equipment
Certified and appropriate equipment must be fitted and serviceable prior to departure
on a survey flight

Threat Controls
Turbine Engines Radio Altimeters
Aircraft Canopy Helicopter Flotation Equipment
Threat 41.0:
Upper Torso Restraints Securing Cockpit Equipment
Aircraft Equipment Oxygen Supply Aircraft Heater and Air Conditioning
Supplemental Type Certificate (STC) Aircraft Radios and Transponder

Control 41.1: Turbine Engines Control 41.6: Radio Altimeter

Ensuring sufficient reliability and performance Ensuring the provision of reliable RADALT data and
capability is available throughout survey operations. warnings to provide clear and reliable awareness of
height above terrain/water.
All aircraft used in airborne geophysical operations must be
equipped with turbine engines. Equip the aircraft with either a dual output radio altimeter or
two independent radio altimeters when flown with two-pilots,
Control 41.2: Aircraft Canopy or a single radio altimeter when flown single-pilot.
Ensuring aircraft canopies allow safe operations and The radio altimeter/s are to be fitted with visual and aural
reduced flight crew workload. height warnings, and a variable height alert that can be set
To facilitate good lookout and field-of-view, the aircraft by the crew.
canopy and all transparencies must be clear, and serviceable
throughout the activity. Control 41.7: Helicopter Flotation Equipment
Ensuring successful egress of all personnel can be made
Control 41.3: Upper Torso Restraints in the event of inadvertent water landing.

Ensuring aircraft occupants survive a crash impact. When a helicopter is operated beyond autorotative distance

Four-point upper torso restraints with lockable inertia reels from land it must be equipped with fixed or deployable

must be provided to all aircraft occupants when an approved flotation devices.

modification is available for the aircraft type.

Control 41.8: Securing Cockpit Equipment
Control 41.4: Oxygen Supply Ensuring additional survey equipment is properly fitted
and secured and does not impede safe operations.
Ensuring aircraft oxygen systems are properly
maintained and available to flight crew when Any additional cockpit instrumentation (such as course deviation
required for safe operations. indication and/or heads-up instrumentation) must be properly
The aircraft must have continuous oxygen capability if secured and not obstruct the crew field-of-view. Instrumentation
unpressurized and operating above 10,000 feet AMSL. that requires input from a crew member must be within easy
reach and within the normal operating field of vision.

Control 41.5: Supplemental Type Certificate (STC)

Ensuring all modifications to survey aircraft are in
Control 41.9: Aircraft Heater and Air Conditioning
accordance with approved engineering data. Ensuring that use of the aircraft heater or air
conditioning is unrestricted.
All role-specific equipment must be installed under an STC or
Engineering Order. The use of an aircraft heater and air conditioning must not be
restricted for crew use in the interest of ‘clean’ data.

Control 41.10: Aircraft Radios and Transponder

Ensuring essential safety equipment remains ON
throughout the survey.

Radios and transponders must remain ON throughout the

conduct of the survey.

Version 10, May 2024 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations 47
Appendix 6:

Threat 42.0: Survey Towed Device

Lifting equipment fails and the survey load drops to the ground causing an accident

Threat Controls

Threat 42.0:

Helicopter External Load
Survey Towed Requirements Sling Equipment
Weak Links Synthetic Cables
Device
Inspection Program

Control 42.1: Helicopter External Load Control 42.3: Inspection Program

Requirements Ensuring early detection of impending failure of survey
Ensuring compliance with the safety requirements of equipment.
external load operations.
A documented inspection program approved by the Original
Helicopter external load equipment such as towed arrays must Equipment Manufacturer (OEM) and/or design authorities must
follow all requirements contained within Appendix 4. incorporate the following requirements:

• All certification and design approval authorities (basis for

Control 42.2: Weak Links design) of the equipment and devices;

Ensuring safe flight can be maintained in the event of • Pre and post flight inspections documenting serviceability of
towed arrays being snagged. all cables, shackles, survey devices, attachment points and
associated hardware;
Where a survey device is towed, install an approved weak
link in the line that is certified for the purpose by the • Maintenance procedures for part damage and/or wear
responsible regulatory authority and/or approved design/ including all relevant part numbers and critical design
manufacturer facility. specifications of the device;

• Emergency actions in the event of device load-bearing

The weak link mechanism should be life limited with a
failure or ground vegetation contact; and
specified replacement schedule once placed into service.
• Failure modes of the load-bearing device and any associated
For helicopters the weak link must be positioned at the belly
aerodynamic effects.
hook end of the cable nearest the helicopter. For fixed wing
aircraft it must be located near the device since it is winched in
and out of the aircraft.
Control 42.4: Sling Equipment
Ensuring early detection of impending failure of sling
The weak link should be able to withstand the load from the
cable assemblies.
survey equipment in flight, while having a breaking point
lower than that of the airframe or cargo hook. All slings must be made up of serviceable cables that are
inspected in accordance with a servicing schedule. Current
The device’s data and power cables should be fitted in a
and traceable load test certifications for each cable must
similar manner with a suitably frangible link that releases
be documented. Each cable or cable assembly must have a
from the aircraft when subjected to excessive force and will
swaging collar or other appropriate permanent marking to
also separate safely from the helicopter if the towed array is
indicate length, diameter and rated strength of the item.
jettisoned by the pilot.

The device’s data cable must be fitted in a similar manner Control 42.5: Synthetic Cables
with a suitably frangible link that releases from the aircraft
Ensuring safe of operation of synthetic sling cables if
when subjected to half the total mass of the towed device.
utilized.

Synthetic cables may be used if the operator can demonstrate

that the cables do not exhibit excessive stretch when under
load and are sufficiently weighted to ensure they do not
interfere with the aircraft control surfaces or main/tail rotor
at any time.

48 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations Version 10, May 2024
Threat 43.0: Survey Flight Operations
Flight operations outside a safe envelope places the operation at increased risk of
Loss of Control In-flight (LOC-I) or Controlled Flight into Terrain (CFIT)

Threat Controls

Risk Assessment
Threat 43.0: Minimum Survey Height
Pre-survey Reconnaissance Flight
Survey Flight Transit Altitude
RPAS Simultaneous Operations (RPAS SimOps)
Operations Survey Speed – Fixed Wing
Aircraft Survey Simultaneous Operations (Survey SimOps)

Control 43.1: Risk Assessment risk-assessed, briefed and operated in accordance with the
derived plan. Furthermore, post-flight debriefing critical to
Ensuring all risks associated with geophysical
the following days simops activities must be conducted at the
operations are analyzed, minimized and accepted. conclusion of flight operations daily.
Aircraft operator must complete the IAGSA Risk Assessment
which addresses all controls contained within the FSF BAR Control 43.5: Minimum Survey Heights
Standard.
Ensuring surveys are conducted at a safe height after
consideration of all factors including terrain and
Control 43.2: Pre-survey Reconnaissance Flight aircraft type.
Ensuring low level survey flight is conducted with an
The survey height is defined as the height above obstacle
awareness of all obstacles that pose a threat.
level, such as the top of a jungle canopy, height of tree-tops
Prior to commencing any new project, a pre-survey or ground level in desert/arid conditions and should always be
reconnaissance flight (or flights) will be conducted at a predicated on the highest obstacle/tree height known.
safe altitude with the aim of confirming estimated canopy
Where the survey height is nominated below 100 meters for
height, identifying legal and illegal wire constructions,
fixed wing, 60 meters for helicopters or 50 meters for a towed
towers, structures and any object that could be considered
object, the following steps must be documented:
a hazard to aircraft operating in the low-level flight regime.
The information gained must be used to validate the risk • The client company (BARS Member Organization BMO) must
assessment and, where necessary, changes made to flight model what the highest altitude is that will still achieve the
operations planning. The IAGSA Reconnaissance Flight target. This height is to be used for planning and tendering
Checklist is presented in Annex F in the Implementation purposes;
Guidelines.
• The BMO, when setting the survey height, must risk assess
the viability of that height and use qualified aviation
Control 43.3: RPAS Simultaneous Operations personnel as part of the RA team. This must be conducted
(RPAS SimOps) prior to issuing the tender for services; and
Ensure all known Remotely Piloted Aircraft Systems • Final approval to proceed must be agreed by BMO, survey
(RPAS) operations conducted in the survey area are company and aircraft operator.
made aware of the impending low-level geophysical
activity. Control 43.6: Transit Altitude
Where RPAS (drones) activity is anticipated, such as in the Eliminating the risks associated with low level operations
vicinity of production mine sites, port areas or along pipeline/ when low level operations are not necessary.
powerline routes, the aircraft operator is to advise all known
RPAS users of their operations and reference FSF RPAS Transit altitude must be above 500 feet above ground level.
Simultaneous Operations (Simops) protocol articulated in RPAS
Standard Annex A Model of Separation Standards. Control 43.7: Survey Speed – Fixed Wing
Ensuring appropriate survey speeds are calculated for
Control 43.4: Aircraft Survey Simultaneous fixed wing aircraft to allow safe control margins.
Operations (Survey SimOps) For all fixed wing aircraft the minimum safe survey speed must
Ensuring simultaneous aircraft operations are well be calculated using the greater of:
planned, briefed, executed and assessed post-flight for • 130% of clean stall speed (VS);
maintenance of separation and mutual support.
• 110% of best single-engine rate of climb speed (VYSE)
All simultaneous operations involving aircraft are to be if applicable; or

Version 10, May 2024 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations 49
Appendix 6:

Threat 43.0 (cont.)

Threat Controls

Survey Speed – Rotary Wing

Threat 43.0: Performance Monitoring
Survey Flight Turning Radius
Reflights
Night Instrument Flight Rules (IFR)
Operations Offshore Surveys
Minimum Temperature

• Minimum safe single-engine speed (VSSE) if published. The minimum ground temperature for operations must be at or
warmer than –35 degrees Celsius.
Minimum speeds must be adhered to regardless of turbulence,
gusts or when trading speed for altitude.
Control 43.12: Performance Monitoring
Control 43.8: Survey Speed – Rotary Wing
Ensuring compliance with minimum survey parameters.
Ensuring appropriate survey speeds are calculated for Performance parameters including aircraft speed, height above
rotary-wing aircraft to allow safe control margins. terrain and drape must be periodically reviewed using data
collected during the survey. Inspect deviations below minimum
The helicopter should have the capability to hover out of ground
survey speed and minimum height. Corrective actions must
effect (OGE) at any location in the survey area using the planned
be taken to ensure deviations cease and the minimum safety
temperatures and operating weights.
margins are maintained. Determine the frequency of performance
To ensure adequate performance margins are maintained during parameter reviews during the pre-start risk assessment.
departure from the operating base, payloads are to be reduced to
90% of that permitted in the HOGE chart. Control 43.13: Reflights
If a helicopter cannot maintain either a positive 400 feet per Ensuring risk assessments for obstacles and localized
minute rate of climb or the designated airspeed for the respective conditions are validated for any reflights associated
towed array, the line should be discontinued. with infill or incomplete/broken lines at completion of
Any decision to rejoin the survey line solely remains the pilot-in the survey.
command and based on an assessment of the ambient conditions Flight crew are to brief, and risk assess, any reflight activity
at the time. associated with infill or completion of broken lines. A final
risk assessment is to be conducted at safe height prior to
Control 43.9: Turning Radius commencing the activity airborne.
Ensuring appropriate limitations on aircraft turns
during surveys. Control 43.14: Offshore Surveys
Limit turns at low-level to a maximum angle of bank of Ensuring overwater surveys take into account
30 degrees and conduct them at a constant altitude. If the additional safety controls.
aircraft must climb due to the surrounding terrain, it should Offshore surveys, where the majority of the survey is over
climb to the required height prior to commencing the turn. water, require additional controls. Include the following:
Descent back to survey height must only occur after wings
• Underwater Escape Training for all crew in the preceding four
level attitude is established.
years;
• Ten hours of initial offshore survey training with a pilot who
Control 43.10: Night Instrument Flight Rules (IFR)
has had previous offshore survey experience;
Ensuring night surveys are conducted safely and in • Five hours offshore survey time in the last 90 days, or flight
accordance with Instrument Flight Rules. check in lieu;
All night surveys must be conducted in accordance with all • Basic Instrument Flight techniques including Unusual
night, IFR requirements detailed in this Standard. Attitude recovery training;
• Minimum weather conditions of 5nm visibility and 1,000
Control 43.11: Minimum Temperature feet ceiling;
• Additional risk assessment (see BIG for details); and
Reducing crew fatigue by ensuring survey operations
are not conducted in extreme temperatures. • Satellite flight following with a minimum one minute
reporting interval.

50 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations Version 10, May 2024
Threat 44.0: Fatigue
Fatigued flight crew make a poor decision in the high workload environment of low-level survey
operations, and this results in an aircraft accident

Threat Controls

Single-pilot Flight and Duty Time

Threat 44.0: Two-pilot Flight Duty and Time
Fatigue Fatigue Management
Accommodation

Control 44.1: Single-pilot Flight and Duty Time Control 44.2: Two-pilot Flight Duty and Time
Ensuring single-pilot fatigue is minimized. Ensuring multi-crew fatigue is minimized.

For single-pilot geophysical survey operations, the maximum Table 2 outlines all two-pilot flight time limits.
number of flight hours and duty time is outlined in Table 2.
Provided that the Flight Crew member meets or exceeds the Control 44.3: Fatigue Management Considerations
following:
Ensuring flight crew fatigue is minimized by
• 300 hours of documented geophysical survey experience;
appropriate management and pre-start risk
• 2000 hours total time as pilot-in-command; assessment.
• 300 hours on the specific aircraft type; and Include fatigue management in the pre-start risk assessment
• A ‘Low’ (green) rating on the IAGSA Project Fatigue Risk to ensure appropriate mitigation has been planned for.
Assessment Tool (FRA) then the single pilot extension limits Consider the following localized influences:
outlined in Table 2 may be applied. • Crew rotation;
Where the IAGSA FRA is rated ‘Medium’ (amber), all • Time zone changes during rotation travel;
stakeholders (BMO, Aircraft Operator, Survey Company and
Flight Crew) must all agree to the extension prior to it being • Extreme climate;
used. • Effect of altitude;
A ‘High’ (red) rating precludes the use of any extensions for • Survey specifications (height, contour flying, line length,
the duration of the survey. frequency of turns);
• Flight activity (terrain, obstacles, ATC requirements);
Table 2: Flight and Duty Times
• Camp conditions; and
Standard Extension • Rest facilities.
Single-pilot
Maximum daily flight time 8 8 Control 44.4: Accommodation
Maximum flight hours per day on survey 5 7
Ensuring flight crew fatigue is minimized by the
Maximum flight hours per flight (excluding transit) - 5
provision of appropriate accommodation.
Maximum flight hours in seven day period 40 45
Maximum flight hours in 30 days 100 120 Appropriate accommodation, including non-share single
Maximum flight hours in calendar year 1000 1000 rooms when practical, must be included during the pre-
Dual pilot start risk assessment that covers fatigue management. The
Maximum daily flight time 10 risk assessment must cover the ability of flight crew to gain
Maximum flight hours per day on survey 8 uninterrupted rest when temperature, noise, darkness and
Maximum flight hours per flight (excluding transit) - No any other applicable local conditions are considered.
Extension
Maximum flight hours in seven day period 45
Maximum flight hours in 30 days 120
Maximum flight hours in calendar year 1200
All pilots
Maximum duty day 14
No
Minimum hours of consecutive rest(1) 10 Extension
Minimum consecutive days free from duty 2 days in 14
(1) In addition to ten hours rest period, included in this rest period shall be the provision for at least eight hours of uninterrupted prone rest, and in suitable accomodation.

Version 10, May 2024 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations 51
Appendix 6:

Defences 49.0
Mitigating defences in the event of an accident during survey operations

Defence 49.1: Satellite Flight Following When routinely operating below 500 feet above ground level
flying helmets manufactured to appropriate industry standards
Ensuring that survey aircraft are equipped with must be worn by all crew members (unless a risk assessment
satellite flight following and that appropriate back-up states otherwise).
voice procedures are in place.
All survey aircraft must be tracked during survey using a Defence 49.6: Survival Kit
satellite-based tracking system set at one minute reporting
intervals and which is continuously monitored real time on the Ensuring that in the event of an emergency, aircraft
ground. Voice communications equipment must be available as occupants have access to equipment and supplies to
back-up. If the satellite tracking system fails, an alternate aid survival.
means of flight following must be established that is
acceptable to the aircraft operator and the company. Carry a survival kit for all survey flights which is suited to
the operating environment and includes a means to start a
fire, a knife and a signaling mirror.
Defence 49.2: Local Flight Following
Ensuring the survey aircraft are subject to an Defence 49.7: Life Jackets
appropriate flight following regime.
Ensuring that in the event of an aircraft ditching,
The aircraft operator must implement a flight following system occupants can survive in the water.
for all survey flights that includes scheduled position reports,
position logs maintained on the ground, operational flight Life jackets must be worn by all crew members if the survey
plans and overdue/emergency response procedures. is being conducted beyond autorotative or gliding distance
from land.

Defence 49.3: Emergency Response Procedures

Defence 49.8: Liferafts
Ensuring adequate SAR and emergency response services
are available in a timely and adequately resourced manner. Ensuring that in the event of an aircraft ditching,
occupants can survive in a liferaft.
Emergency Response Procedures must be developed for each
survey and be included as part of the pre-start operational Provide dual chamber, reversible, liferafts for all crew
risk assessment. Where localized Search and Rescue (SAR) members if the survey is being conducted beyond autorotative
capability is not available and the area is considered ‘hostile’,
or gliding distance from land. Liferafts with a canopy and
consideration into establishing an integral SAR capability must
inflatable floor are preferred.
occur during the risk assessment.

Defence 49.9: Underwater Escape Training

Defence 49.4: Crew Clothing
Ensuring that in the event of a helicopter ditching,
Ensuring that flight crew protective clothing
occupants can survive if the helicopter submerges and/
is appropriate to the operating conditions and
or capsizes.
environment.
All crew must wear appropriate clothing for survey operations For both fixed wing and helicopter surveys over water, all
including: crew members must undergo underwater escape training
• Minimum long trousers and long sleeved shirt but preferably that includes use of a Modular Egress Training Simulator
nomex/flash proof flying suit; (METS) within the previous three years (unless local regulation
requires greater frequency).
• Cotton undergarments;
• Robust, enclosed shoes; and
• Access to felt lined parka, hood and mittens Defence 49.10: Crew Personal Locator Beacon (PLB)
(for cold weather operations). Ensuring timely alerting and location identification to
aid SAR services.
Defence 49.5: Crew Helmets Crew operating in hostile environments must have access
Ensuring flight crew conducting extended low level to a Personal Locator Beacon (PLB) that is either
operations have appropriate head protection. voice-capable or is accompanied with a satellite phone.

52 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations Version 10, May 2024
 Air Drop

Version 10, May 2024 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations 53
Appendix 7:

Air Drop

Figure 6: BARS Bow Tie Risk Model – Schematic of Aviation Risk Management Controls
and Recovery Measures for Air Drop.

Threat Controls

Loadmaster Proficiency
Threat 50.0: Dangerous Goods Cargo
Dropmaster Proficiency
Incorrect Loading Load and Trim Calculations
Cargo Weight
Pallet Loading
Aircraft Loading

Threat 51.0: ADS Serviceability Flight Crew Proficiency

Dropmaster Restraint Emergency Checklist
Loss of Control – Aircraft Accident
ADS System Checks Securing of Load
In-flight (LOC-I) ADS Min Equip List MEL SOPs

Recovery Measures:
Simultaneous Drop Zone Operations
Threat 52.0: RPAS Awareness
Airfield Proximity
Collision In Air Dispatch Schedule Planning
TCAS
Alternate Drop Zone
Bird Awareness and Control Emergency Response
Procedures

DZC Proficiency DZ Weather Reporting Bridging Document

Threat 53.0: DZ Dimensions
Drop Zone (DZ) DZ Ground Equipment
DZ Marking
Miss DZ Orientation DZ Management
DZ Communications Approved DZ Register
DZ Command Post

Operational Risk Assessment (ORA)

Threat 54.0: Operator Compliance
English Language Proficiency
Unplanned Event Operator Post-Flight Report
Contract Technical Schedule

Threat 55.0:
Inadequate Airfield Meteorological Equipment
Airfield Fuel Facility
Windsock
Infrastructure

Version 10, May 2024

54 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations Version 10, May 2024
Threat 50.0: Incorrect Loading
Incorrect loading of the aircraft results in an accident

Threat Controls

Loadmaster Proficiency Dangerous Goods Cargo

Threat 50.0: Dropmaster Proficiency
Load and Trim Calculations
Incorrect Loading Cargo Weight
Aircraft Loading Pallet Loading

Control 50.1: Loadmaster Proficiency Control 50.5: Dangerous Goods Cargo

Ensuring the crew members are proficient and current Ensuring DG are handled and loaded correctly and by
for the operational roles assigned. qualified and current crew.

Loadmasters must be employed by the aircraft operator and Cargo must comply with current IATA requirements associated
their proficiency tracked through the aircraft operators system with Dangerous Goods Regulations. All flight crew and
of training and checking. Qualifications, experience and Loadmasters must complete dangerous goods awareness
recency listed in Table 3 must be met. training at least every 2 years.

Control 50.2: Dropmaster Proficiency Control 50.6: Load and Trim Calculations
Ensuring the crew members are proficient and current Ensuring the aircraft remains within published W&B
for the operational roles assigned. limits for all phases of flight.

Where Dropmasters are utilized in addition to a Loadmaster, The Pilot-in-Command must ensure the weight and
the aircraft operator must have a documented approval process center-of-gravity for the flight are within limits
in place for each Dropmaster pertaining to the air delivery prior to takeoff, and are maintained during loading
system in use. Experience requirements in Table 3 apply. and dropping for full or partial load delivery operations.

Control 50.3: Cargo Weight Control 50.7: Pallet Loading

Ensuring accurate cargo weights for air drop Ensuring the security and stability of palletized cargo
operations. throughout the flight and drop.

Bags prepared for aerial delivery must meet the nominated The bags prepared for dropping are required to be
weight specification to avoid inadvertent overloading of systematically arranged on each pallet to remain stable
the aircraft. Check a sample of bag weights (minimum 5% in-flight and during the delivery phase over the Drop Zone.
for each aircraft load) using calibrated scales located at the Depending on the commodity being carried (cereal, pulses,
bagging facility prior to delivery to the aircraft. Confirmation CSB++ etc) this may mean the number of bags per pallet is
of the sampling undertaken must accompany the waybill when limited for security and stability purposes. The Loadmaster is
provided to the Loadmaster. responsible for ensuring the pallet construction remains stable
throughout all phases of flight.

Control 50.4: Aircraft Loading

Ensuring the aircraft is loaded correctly and in
accordance with qualified crew instructions.

Aircraft must be loaded by personnel trained in aircraft loading

and who are supervised by a Loadmaster and/or member of
the flight crew at all times.

Version 10, May 2024 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations 55
Appendix 7:

Threat 50.0 (cont.)

Table 3: Crew Member (Qualifications, Experience and Recency)

Crew Member Qualifications Experience and Recency

Pilot-in-Command UNAVSTADS Table 4.2.4 Five actual air drops on contract aircraft type.
and 4.2.5 These may be achieved on contract (revenue flights)
Co-pilot if operating with oversight of respective company
Completed an initial
standardization Pilot, Navigator, Loadmaster or
Navigator documented air drop course
Dropmaster (whichever applicable) for all five flights
provided by the AOC holder.
Flight Engineer and assessed on completion. See Note 1 below.
Annual simulator training
Crew Line Proficiency Check conducted annually
Radio Operator including procedural air drop
(revenue flight) using company designated
and associated emergencies.
Loadmaster standardization Pilot, Navigator, Loadmaster
and Dropmaster.
Dropmaster Approved training course in
the Air Drop System in use.

Note 1: Drop zones must meet minimum dimensions outlined in the WFP Air Drop Field Manual and operator’s published and approved
dimensions, whichever is more restrictive, for the Captain and Navigator position undergoing their first five drops.

56 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations Version 10, May 2024
Threat 51.0: Loss of Control – In-flight (LOC-I)
Crew actions and/or a non-standard load release place the aircraft outside the normal flight envelope
leading to an unrecoverable flight condition

Threat Controls

Threat 51.0: ADS Serviceability Flight Crew Proficiency

Loss of Control – Dropmaster Restraint Emergency Checklist
In-flight (LOC-I) ADS System Checks Securing of Load
ADS Min Equip List MEL SOPs

Control 51.1: Air Drop System (ADS) Serviceability Control 51.5: Flight Crew Proficiency
Ensuring the ADS remains serviceable via inspection Ensuring the flight crew are proficient and current for
and regular servicing. the operational role.

The Air Drop System (ADS) on the aircraft must conform to the Flight crew must meet the qualifications, experience and
Original Equipment Manufacturer (OEM) servicing schedule recency listed in Table 3.
that provides all necessary documentation associated with
inspections, certification and serviceability. Copies of the Control 51.6: Air Drop Emergency Checklist
servicing schedule must be made available in English.
Provision of standard procedures for non-normal and
emergency situations are available to the crew and
Control 51.2: Dropmaster Restraint they are proficient in the understanding of such.
Ensuring the protection of the dropmaster during ramp
All Crew Members must have access to emergency checklist
open flight.
associated with Air Drop System malfunction and have
Dropmasters must have an acceptable means of fall restraint received initial and recurrent proficiency training in accordance
that secures them to the aircraft anytime the ramp is open. with Table 3.

Control 51.3: ADS Preflight System Checks Control 51.7: Securing of Load
Ensuring the ADS is fully operational pre-departure. Ensuring the load is secured in a timely fashion before
departure.
The aircraft ADS must be inspected by qualified personnel
prior to each operational flight and using the servicing Prior to taxi, all loads must be secured in accordance with
schedule outlined in 51.1. Any indication of unserviceability prescribed loading and restraint schemes applicable for the
must be brought to the attention of the Pilot-in-Command size, weight and composition of the load.
prior to departure.
Control 51.8: Standard Operating Procedures
Control 51.4: ADS Minimum Equipment List (MEL) (SOPs)
Ensuring the ADS is functionally operational Provision of acceptable SOPs for the operational role
pre-departure. and local environment/location.

The aircraft ADS must have a Minimum Equipment List (MEL) The aircraft operator must have written Standard Operating
documented so that a clear Go/No-Go decision can be made Procedures accepted by the Authority outlining all crew actions
by the Pilot-in-Command in the event any part of the system is engaged in the delivery of air drops. These procedures must be
not serviceable. relevant to the local environment operated in as well as stores
being delivered.

Version 10, May 2024 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations 57
Appendix 7:

Threat 52.0: Collision in Air

An aircraft and object collide in air resulting in an accident

Threat Controls

Simultaneous Drop Zone Operations

RPAS Awareness
Threat 52.0: Airfield Proximity
Dispatch Schedule Planning
Collision In Air TCAS
Alternate Drop Zone
Bird Awareness and Control

Control 52.1: Simultaneous Drop Zone Operations Control 52.5: Remote Piloted Aircraft System
Ensuring effective separation of other traffic around (RPAS) Awareness
air drop operations. Ensuring flight crew awareness of known RPAS
operations.
If air drop operations to multiple Drop Zones that are within
close proximity to each other (< than 20nm) are required, Flight crew must be briefed on any proposed RPAS activity
precise planning to ensure de-confliction of aircraft must at the departure aerodrome, en route and in the vicinity of
occur. This may require restrictions on circuit direction, timing the Drop Zone. Where necessary, coordination procedures
of drops, number of aircraft arriving at the same time or a ensuring separation should occur prior to departure.
combination of all three factors. The UNHAS Tasking Officer
will coordinate this with all aircraft operators involved. Control 52.6: Dispatch Schedule Planning
Ensuring effective and thorough planning with external
Control 52.2: Airfield Proximity parties prior to air drop operations.
Ensuring effective separation of other traffic around
When developing the schedule for air drop activities,
air drop operations.
awareness of all relevant parties conducting aviation activities
Drop Zones should not be planned within 5nm of an airfield. in the area must be coordinated. This will include, but not be
If operational needs necessitate a closer drop distance limited to, military organizations, national aviation authorities,
(less than 5nm), the activity must be risk assessed and national airspace authorities, other civil aid agencies,
at minimum all inbound and outbound traffic must stop operators of Remote Piloted Aircraft Systems (RPAS) and
during the duration of the air drop. ground-based aid organizations active in the DZ area.

Control 52.3: Traffic Collision Avoidance System Control 52.7: Alternate Drop Zone
(TCAS) Ensuring effective planning to provide a suitable
Ensuring timely detection of conflicting air traffic to alternate DZ.
enable correct avoidance maneuvers and avoidance of
Where the suitability of a DZ is compromised by conflicting
other traffic.
aviation activity and/or any safety-related reason, pre-briefing
Regardless of MEL allowances, the aircraft TCAS and at of an alternate drop zone may be planned so that any late
least one TCAS indicator, must be serviceable for all air drop changes to DZ location can be managed whilst achieving
missions. all operational risk assessment requirements beforehand.
All necessary approvals required for DZ’s must similarly be in
Control: 52.4: Bird Awareness and Control place before accepting an alternate DZ.
Ensuring flight crew awareness of known bird hazards.

The DZ Coordinator should provide advisory information to the

aircraft anytime birds are in the area and considered a hazard
at aircraft drop height (600 – 800 feet above ground level).

58 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations Version 10, May 2024
Threat 53.0: Drop Zone (DZ) Miss
A deployed load misses the Drop Zone resulting in a fatality on the ground

Threat Controls
DZC Proficiency DZ Weather Reporting
Threat 53.0: DZ Dimensions
Drop Zone (DZ) DZ Ground Equipment
DZ Marking
Miss DZ Management
DZ Orientation
DZ Communications Approved DZ Register

Control 53.1: DZ Coordinator Proficiency Control 53.5: DZ Communications

Ensuring the provision of suitable qualified ground Ensuring a primary and secondary means of air-ground
crew in the DZ. DZ communication.

Drop Zone Coordinators (DZC) must have completed initial The DZ Coordinator must have ground-to-air radio (VHF-AM)
training that includes the WFP Air Drop Field Manual as part of radio with back-up radio in addition to satellite telephone
the curriculum. with back-up. A reliable means of battery recharging and/or a
suitable number of spare batteries must be held on-site for the

Control 53.2: DZ Dimensions expected duration of the drop mission.

Ensuring the DZ meets minimum dimension criteria.

Control 53.6: DZ Weather Reporting
The dimensions of the DZ must meet the minimum
Provision of accurate wind information to the crew
requirements of the aircraft type being used for delivery.
prior to drop.
Where differing dimensions are provided (eg between WFP and
aircraft operator), the greater of the dimensions shall be used. The DZ Coordinator must have a means of measuring wind
speed and direction and provide that information to the
aircraft prior to commencement of the air drop.
Control 53.3: DZ Marking
Ensuring the flight crew can readily and clearly identify
the correct DZ.
Control 53.7: DZ Ground Equipment
Ensuring suitable DZ equipment prior to the drop.
Marking of the DZ by the DZ Coordinator shall be conducted
and will assist in visual sighting by the flight crew. Marking The DZ Coordinator must have a complete and serviceable
requirements by aircraft and operation type are contained in inventory of Drop Zone Equipment as outlined in the Air Drop
the WFP Air Drop Field Manual. Field Manual.

Control 53.4: DZ Orientation Control 53.8: DZ Management

Ensuring the DZ is oriented for safe entry/exit by the Protection of locals during the drop.
dropping aircraft.
The Drop Zone must be secured to ensure the local community
Where possible, the DZ should be oriented to allow for or livestock remain clear of the area during air drop
the aircraft to approach into prevailing wind conditions. operations.
When these are not known, or not a factor, a North-South
direction or alignment with surrounding terrain/vegetation
Control 53.9: Approved DZ Register
should be used.
Creation of a collaborative and efficient register.

Document approved Drop Zones on a DZ register that is readily

available to both the Humanitarian organizations and the
aircraft operators performing the drops.

Version 10, May 2024 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations 59
Appendix 7:

Threat 54.0: Unplanned Event

An unexpected event occurs that catches the flight crew and/or the DZ Ground Coordinator by surprise
and results in an accident

Threat Controls

Operational Risk Assessment (ORA)

Threat 54.0: Operator Compliance
English Language Proficiency
Unplanned Event Operator Post-Flight Report
Contract Technical Schedule

Control 54.1: Operational Risk Assessment (ORA) Control: 54.4: Aircraft Operator Compliance
Ensuring a thorough and effective risk management Ensuring contracted operators and crews are familiar
process. with international standards for air dropping.

Prior to operating to a new DZ, conduct an ORA (or similarly The aircraft operator must have procedures and verification
named approval process) involving DZ Coordinators, processes to make sure all operating crew understand and
Humanitarian organization and the aircraft operator. agree to all requirements contained within the contract
technical schedule.

Control 54.2: English Language Proficiency

Ensuring clear and unambiguous communication Control 54.5: Aircraft Operator Post-Flight Report
between the DZ and flight crew. Ensuring a feedback mechanism for continuous
improvement.
The Drop Zone Coordinator (DZC) and the flight crew member
responsible for communications must have demonstrated A post-flight report is to be completed by the Pilot-in-Command
English Language Proficiency (Level 4 as a minimum) for and Drop Zone Coordinator after each air drop mission and
radiotelephony communication in accordance with ICAO provided to the local UNHAS representative.
Aviation English Language Test Services (AELTS).

Control 54.3: Contract Technical Schedule

Ensuring well defined legal contracts are in place.

The technical requirements outlined in the Air Drop Standard

must be included as a technical schedule to the contract with
the aircraft operator.

60 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations Version 10, May 2024
Threat 55.0: Inadequate Infrastructure
Poorly maintained or inadequate/absent infrastructure results in an accident on departure or arrival

Threat Controls

Threat 55.0:
Inadequate Airfield Meteorological Equipment
Airfield Fuel Facility
Windsock
Infrastructure

Control 55.1: Airfield Meteorological Equipment Control 55.3: Airfield Fuel Facility
Ensuring suitable weather information is available to Ensuring suitable fuel supplies are available in support
the crew for departure and arrival airports. of air drop operations.
For all airfields where aircraft involved in air drop operations Prior to operational start-up, the aircraft operator is to
operate from, provide the following information from conduct a review of the fuel facilities providing fuel for
calibrated equipment before every takeoff and landing: operations to determine acceptability.
• Wind direction and speed;
• Barometric pressure; and
• Temperature.

Cloud ceiling height and visibility information is highly

desirable for arriving aircraft, particularly in areas of
inclement weather as experienced during wet seasons.

Control 55.2: Windsock

Ensuring suitable weather information is available to
the crew for departure and arrival airports.

A minimum of one serviceable windsock is to be maintained

throughout an air drop campaign at the airfield where the
air drop aircraft are operating from.

Version 10, May 2024 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations 61
Appendix 7:

Defences 59.0
Mitigating defences in the event of an accident

Defence 59.1: Emergency Response Procedures

Provision of suitable and relevant ERP for all
stakeholders involved with the air drop operation.

All organizations involved in an air drop must have up-to-date

Emergency Response Procedure appropriate for an in-flight or
on-ground emergency as a result of an air drop.
This will include WFP Logistics, the aircraft operator, UNHAS
and WFP ASU.

Defence 59.2: Bridging Document

Ensuring suitable communications are in place for each
air drop operation.

A bridging document detailing the lines of communication

between aircraft operator, WFP Logistics and UNHAS must be
made available for each air drop activity.

Defence 59.3: DZ Command Post

Ensuring the DZ command post is established and
functionally capable of initiating the emergency
response.

A DZ Command Post must be established for all air drop

activities and ideally be situated upwind of the drop zone and
outside the exclusion zone. The Command Post must have
line-of-sight of the DZ, hold all communications with ground
and air resources and be in a position to initiate emergency
response if required.

62 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations Version 10, May 2024
 Pursuing the continuous improvement of global aviation
safety and the prevention of accidents

Copyright, Copying and Updates

Basic Aviation Risk Standard© Version 10 Copyright 2024 by Flight Safety Foundation Limited (ABN 41 135 771 345) (“FSF Ltd”) a wholly owned subsidiary
of Flight Safety Foundation Inc. (“FSF Inc”), incorporated in the State of New York, USA.
A copy of the Basic Aviation Risk Standard, as updated, (“Standard”) may be accessed on the BARS website: www.flightsafety.org/bars
The Standard may be copied freely, in its entirety or in part, provided all such copies include this copyright notice and disclaimer in their entirety.
From time to time this Basic Aviation Risk Standard may be updated. The website www.flightsafety.org/bars should be consulted to obtain the latest updates.

Disclaimer
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sector and other sectors which use air operators. Any person involved in these operations or sectors should not rely solely on this Standard to manage risk, and must
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Version 10, May 2024 BASIC AVIATION RISK STANDARD – Contracted Aircraft Operations 63
 Contact:
BARS Program Office
Flight Safety Foundation
Regional Office
GPO Box 3026
Melbourne, Victoria 3001, Australia

Telephone: +61 1300 557 162

Email: [email protected]
Web: www.flightsafety.org/bars

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 Version 10, May 2024