helicopter risk mitigation

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nternational

nternational

Association of

ssociation of

Oil and Gas

il and Gas

Producers

roducers

Formerly E & P

Forum

HelicopterRiskMitigation

Presentation to the European Rotorcraft Forum, 12 September 2006

By Bob Sheffield, representing !P"s #$iation Subcommittee



Overview

• The current problem and the goal forimprovement

• What’s been proven already

• What remains to achieve the goal

• Justifying the necessary risk mitigationmeasures

• onclusions and summing up



Three Main Points• The risk of !ying in a helicopter is an order of

magnitude greater than in an airliner" we have a

problem

• #elicopter safety can be improved signi$cantly "we can fx it%" Proven risk mitigations are available for helicopters

" We need ne' helicopters built to the latest designstandards

• To be e(ective at lo'est possible cost re)uires acombined e(ort from%" *egulators

" +anufacturers

" ,perators

" Their customers - we need your help



Cooperation is ey

• The best safety records come from those operations

'here either regulatory oversight or corporate careis highest

• orporate care is more e.pensive and less e(ective'hen the operators serve customers 'ith di(erentstandards

• /f everyone in the industry 0manufacturers1operators1 regulators1 and their customers2 'orkstogether to implement the kno'n1 cost-e(ectivesolutions1 these risk mitigations 'ill be moree(ective and less costly



vers g an r a e yPer#ormance Currently $ary %reatly

with

the Type o# OperationFatal 3ccidents4million hrs

• ommercial airline 56

• ommuter airline 75

• ,(shore helicopter transportation 68

• #elicopter support for seismic operations795

: and across operators 'ithin a given type ofoperation



While this chart sho's helicopter accident rates for the ;< =ulf of +e.ico 0=,+2the same trend holds 'orld'ide " the rate is getting 'orse

GOM Offshore Accident Rate/100K Hours with 3 Year Moving Average

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0.50

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Accidents 3 year moving average)

While airline safetytrends are improving1

#elicopter safety trendsare getting 'orse

We kno' 'e have aproblem1 and 'eare con$dent that

'e kno' ho' to $.it



Opportunities #or "a#ety&mprovements

• The airline industry has made signi$cant improvements in itssafety record over the last 95 yrs through the introduction of%

" >amage tolerant design? system redundancy? improvedreliability4crash'orthiness

" +odern !ight simulators

" Engine and vibration monitoring systems to identify incipientfailures

" <afety +anagement <ystems and @uality 3ssurance to reduce

human errors" Flight data monitoring programs 0F,@32

" >isciplined take-o( and landing pro$les 0eg stabilisedapproach2

" E=PW<4T3W<? T3<

• 3ll of these are available today for helicopter operations and arebeing implemented in some parts of the helicopter industry

• #o'ever some helicopter industry segments have adopted fe' ofthese measures

• We need to apply all these risk reduction measures to allhelicopter operations



The Helicopter "a#ety %oal

• ,=P <afety ommitment% AThe individual riskper period of !ying e.posure for an individual!ying on ,=P contracted business should be

no greater than on the average globalairlineB

• This goal coincides 'ith /#<T’s goal ofreducing the current helicopter accident rateby C5D

• This presentation 'ill sho' you ho' this goalcan be achieved



Overview








'

A u d i t /

A d v i c e

S a f e t y S y s t e m

S u p p o r t

S a f e t y P e r f o r m a n c e

A i r C o n t r a c t o r s

R e s e a r c hA i r w o r th i n e s s ' H u ( a n

) a c t o r s ' * e c o n d a r + * a f e t +

S t a n d a r d s

D e v e l o p m e n t

I n d u s t r y

I n f l u e n c e

S T R A T ! I C

S A " T # T A R ! T S

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Target

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Resultant "hell (atal !ccident Rate

Target

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>10

~ 2



Overview








"hell !ircra#t !nalysed !ccident )ata to*valuate Potential Risk Mitigations

• ,=P published data on o(shore accidents " =,+ and World'ide

• 3<34T+ " 7555-75GH " ;< ivil #elicopter 3ccidents I69 " IH

• /ndividual T<433/ 3ccident *eports

• 3nnual usiness Turbine 3ccident *evie' I9 through 7559 "reiling 3ssociates

• >esign *evie's

• F33 Final *ules " I8F* Parts 7H and 7 and associated P*+s" 3mendments I7 through 8H 0Part 72

" 3mendments II though 85 0Part 7H2

• Type erti$cate >ata <heets for o(shore helicopters

• >esign certi$cation revie's 'ith <ikorsky and Eurocopter specialists

on <H6 and 3<997• 33 Paper 75594I " #elicopter Tail *otor Failures

• ;K33 +,*s for <H6 and 3<997

• </TEF #elicopter <afety <tudy 7 " >ec

n um a ave e



n um + a ave e-earned.

• Essential Pre-re)uisites for <afe ,perations" <afety culture supported by @uality and <afety +anagement systems

• E)uipment $t" 3ppropriate to the operation

" #;+<4E=PW<4T3< and cabin egress modi$cations

• Pilot procedures" #elicopter Flight >ata +onitoring 0#F>+1 also kno'n as #,+P or F,@32

" Flight simulator training in L,FT scenarios emphasising *+

" #elideck performance pro$les

• #elideck management

" #elicopter Landing ,Mcer and #elideck 3ssistant training" #elideck procedures

• <ystem failure management" #;+<4N#+4EN+<

" Engine monitoring

" Flight <imulator training

• #uman error in maintenance" #uman factors training

" >uplicate inspections4*//s

" #;+<4N#+4EN+<

• 3ll these items are addressed in ,=P’s 3ircraft +anagement =uide1 and 'illmitigate risk1 but they are unlikely to achieve the long term safety goal



Helicopters Have "ignifcant

)esign %aps• “Most important issues would be to improve helicopter

design and continuous airworthiness” - SINTEF

• “The evidence that tail rotors were … not meeting the spirito airworthiness re!uirements" was star# and compelling” $%& '((

• “ ))This means that the helicopter is not considered

airworth* without +%MS installed and in unction)” $Norwegian 'ommittee or ,eview o +elicopter Saet*

• Typical aircraft in common use today - 3<-997 <uper Puma1 ell 8I71and <-H6 'ere designed to re)uirements that are no' over 7G yearsold

• Latest design re)uirements o(er%" /mproved performance 'ith one engine inoperative

" *edundant systems 'ith !a' tolerance

" Fail safe designs

" >igital !ight management systems to reduce pilot 'orkload1 improve

situational a'areness1 and help cope 'ith emergencies



0ew Types

*C 123 !gusta /ell 124

*C 553

"ikorsky "45

http://www.airliners.net/open.file?id=912945&WxsIERv=Rhebpbcgre%20RP-135C-2&Wm=0&WdsYXMg=Cbyvmrv&QtODMg=Bss-Nvecbeg%20-%20Unzohet&ERDLTkt=Treznal&ktODMp=Whyl%2031%2C%202005&BP=1&WNEb25u=Zvpunry%20Sevgm&xsIERvdWdsY=Q-UGJB&MgTUQtODMgKE=Pnaba%20RBF%2020Q%20jvgu%20Pnaba%20RS%20100-400Y%20VF%20s%2F4.5-5.6&YXMgTUQtODMgKERD=160&NEb25uZWxs=2005-09-03%2000%3A02%3A27&ODJ9dvCE=2&O89Dcjdg=0343&static=yes&width=1024&height=695&sok=JURER%20%20%28nvepensg_trarevp%20%3D%20%27Rhebpbcgre%20RP-135%2F635%27%29%20%20BEQRE%20OL%20cubgb_vq%20QRFP&photo_nr=4&prev_id=913791&next_id=912734



Overview






"tudy Preventable by &ndividual Mitigation



0.0 5.0 10.0 15.0 0.0 5.0 30.0 35.0

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atest esign *tandards

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Percentage accidents prevented

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ey&nitiatives

Re6uires development work

"tudy Preventable by &ndividual MitigationMeasures



Risk Mitigation Options

OPT&O0 ! 7 /aseline 0!"!

(!R Part 1238Part 41 Twin *ngine 7early (!R 54

OPT&O0 / 7 Typical global o9shore:O%P;

/aseline8early (!R 54 < -imited"M"8=! and Ops Controls < partH>M" < CRM? part simulator?-O(T

OPT&O0 C 7 0ew aircra#t 7 early8mid (!ROption / < #ull "M"8=! < #ull H>M"

< #ull simulator training < Per#Class 5 < HOMP < TC!"8*%P,"

OPT&O0 ) + 0ew aircra#t + late (!R 54

Option C < enhanced cockpit8H= <enhanced Per# Class 58Class 1 <&mpact ,arning "ystem

Cost assumes no action taken toreduce costs through e@cienciesAeBgB? smart procurement? higherutilisation? sharing etc

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)ata& Accident Rate

2ost ' <(i&&ion .er +ear =1000 hrs>

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depending onprocurement1$nance anddepreciationpolicy



Overview






H T ! hi th !i " # t % l



How To !chieve the !ir "a#ety %oal

• ustomers must commit to the goal and contract for higher standards

• +anufacturers must support #;+<4N#+4EN+<1 the latest design standards

0F3* 7 - 8H2 and provide a(ordable solutions for legacy aircraft• ,perators must adopt proven global best practices as their minimum

standard

• *egulators must support proven global best practices

• 3ll stakeholders must support these initiatives%

" Transition to ne' aircraft built to the latest design standards on ne' contracts" *e)uire annual training in !ight simulators to practice cre' coordination during

emergency procedures

" E)uip all helicopters 'ith Nibration & #ealth and Engine +onitoring <ystemssuch as #;+<4N#+4EN+<

" *e)uire operators to implement )uality and safety management systems

" *e)uire operators to implement #F>+ 0#,+P2

" *e)uire operators to !y pro$les that minimiOe the risks of engine failure

" E)uip all helicopters 'ith E=PW<4T3W< 0or 3N3>2 and T3<433<

,e have many imperatives to make



,e have many imperatives to makethese improvements

• *espect for people " the disparity bet'een

helicopter safety and airline safety

• 3L3*P " 'e kno' 'hat can be done and that thecost is not disproportionate to the bene$ts to begained

• The Ford Pinto story• The A*ed FaceB test

• =ood business sense " safer operations 'illattract more customers

Here &s The )i9erence the O%P



Here &s The )i9erence the O%PCan Make

• 1' year accident record #or o9shore helicopter operations

" (atal accident rate 7 DBE per 1 million hrs" 31 #atal accidents

" 53' #atalities

• 1' year accident record #or o9shore helicopter operations" (atal accident rate 7 5B' per 1 million hrs 7 !verage commuter

airline

" 1F #atal accidents and 0orth "ea helicopters" GF #atalities -ives saved + 1G5

• 1' year accident record #or o9shore helicopter operations" (atal accident rate 7 1B' per 1 million hrs 7 !verage global

airline

" 4 #atal accidents

" 24 #atalities -ives saved + 511

the best o# the ,estern airlines average about 'B5 per million hrs



• Please oin the /#<T and contribute yourkno'ledge and data to the process

• #elp us Araise the barB for all helicopteroperators

" #elicopter operators 'ho 'ant to make theseimprovements su(er from competition from thelo' cost operators 'ho barely meet standards

" +ake the best risk reduction measures morea(ordable

• <upport /#<T goal of reducing helicopteraccidents by C5D and by implementing the

risk reduction measures featured in thispresentation



=uestions.



To -earn Moreabout the ,=P Position on #elicopter<afetyand <hell 3ircraft’s *esearch on #elicopter*isk+itigation1 go to Mark "tevensIpresentation onThursday morning

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