4.2.2 Use of non-scheduled Aircraft
When travel by non-scheduled aeroplane or helicopter is deemed appropriate, this may be on dedi-cated contract aircraft, by spot charter or on aircraft of joint venture partners. In these cases, advice should be sought from the Aviation Advisor regarding the status, with respect to the OGP Member’s policies and requirements, of the aircraft operator and aircraft type, and the qualifications of the pilots to be used.
Paragraph 2.2 of this manual provides further details in respect of ‘One Time Acceptance’ and subsequent review requirements.
4.2.3 Use of private or non-accepted aircraft
During the course of conducting company business, personnel are sometimes offered ‘lifts’ in pri-vate aircraft or in aircraft operated by non-reviewed or non-accepted companies, often at very short notice. Providing time permits, the Aviation Advisor may be able to offer advice in respect of non-reviewed companies. OGP Members should consider using a ‘One Time Acceptance process’ (para-graph 2.2.) as a guide to the operator’s ability and to assist management in the risk assessment of such flights.
4.2.4 Use of public sector aircraft
In the course of conducting its activities the OGP Member may be offered the use of public sector aircraft, for example those operated by law enforcement or other government agencies. The aircraft offered may be military types or civil aircraft that may not otherwise conform with civil airworthi-ness requirements. It is also possible that these aircraft are operated outside of the civil aviation regulations. There may be situations or locations where the use of a public sector aircraft by an OGP Member is warranted in which case advice from the Aviation Advisor should be sought to determine how to assess whether use of these aircraft can accepted or should be declined.
4.2.5 The use of unapproved aircraft for emergency & med-rescue flights
The option of auditing all the possible med-rescue aircraft operators around the world (e.g. SOS, AXA or similar companies) that are available to respond to an air ambulance flight is likely to beyond the resources available to most OGP Members. However, where there is a dedicated aircraft operator that is approved and suitably equipped, then that operator should be used for the task, such as in the case where an injured person is evacuated from an offshore platform, for which the OGP Member has a contracted support helicopter.
A good source for standards for Air Ambulance operations are summarised in the Transport Canada “Guide to Air Ambulance Operations (TP10839E) available on website: http://www.tc.gc.ca/CivilAviation/commerce/manuals/tp10839/menu.htm.
At the time of requiring a Med-rescue flight, the OGP Member often cannot pick and choose whose aircraft will be called to respond and therefore is forced to accept the service as provided. The only alternate would be to use local medical facilities, or wait for commercial airline flights; neither of these options may be practicable or acceptable for real medical emergencies in remote locations where the medical support is less than the desirable standard.
Therefore the following process should apply:
a) Controls should be in place to ensure that the OGP Member management and medical Advisors only call for Med-rescue flights when the level of illness/injury warrants the evacu-ation of the patient. These controls should form one part of the Emergency Response Plans for the operation or site.
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