A11.8 Pilot flight & duty times maximums

The pilot flight and duty time limitations described in Section 5.6 of this guide should be applied.

A11.9 Collision avoidance
There is an increased likelihood of traffic confliction with military low-level traffic; power line inspection flights; aerial work and private flying activity, often beneath ATC radio coverage. The following measures have been shown to alleviate the hazards:
a) Collision avoidance equipment described in the ‘aircraft configuration’ section above.
b) An optimum operating height should be maintained at 500 feet AGL or higher.
c) Every effort must be made to co-ordinate with other airspace users through a notification
system. SSR Transponders should always be turned on even if operating outside controlled airspace or in remote areas. Other aircraft which may be operating in the low level environment, for example mili-tary fast jets, are typically equipped with collision avoidance equipment that relies on detecting transponder signals from potentially conflicting aircraft.

A11.10 Passengers – crew members
Passengers should normally not be carried during aerial surveillance operations, unless they are per-forming work related to the flight. In such cases they should be considered ‘crew members’, if not in contravention to local regulations. The following guidelines will be followed:
a) The crew members will be briefed on their responsibilities by the pilot.
b) The pilot-briefing, in addition to the items noted in Section 9.5 of this guide will include as
a minimum the items below:
i) Primary responsibility of the crewmember is to act as an observer.
ii) The crewmember when not occupied with survey duties will maintain visual surveil-
lance for hazards and advise the pilot accordingly.
iii) A map briefing pointing out all known hazards.
iv) The minimum altitude for the flight. It is recommended that for long-term pipeline patrol operations using single pilot aircraft, where daily flight times exceed 2 hours, a dedicated observer is onboard the flights. A dedicated observer should also be used when times are less than 2 hours if a portion of the patrol includes flight over or near large cities, and/or includes flight in congested airspace. These observers should receive appropriate initial and recurrent training following a written curriculum with appropriate testing. Recommended subjects include duties, responsibilities, observation techniques, and radio proce-dures.

A11.11 Exemptions
In most countries pipeline inspections occur below normal minimum operating altitudes, especially in the case of helicopters, and it will be necessary for the operator to obtain an exemption from the regulatory authority to conduct low-level operations. If exemptions are not in place then the client and operator may be subject to liability in the event of an accident or complaint regarding aircraft noise.

A11.12 Inadvertent entry into cloud

The types of aircraft used will often be equipped for VFR operations only and pilots may have lim-ited experience in flying under IFR. It is therefore recommended, where allowed by local authority, that procedures following inadvertent cloud entry should be included in the Operations Manual and practised during pilots’ base checks.

A11.13 Flight following
It is likely that pipeline inspection aircraft will be below radio coverage for a significant propor-tion of the time. Special procedures should therefore be in place to ensure that position reporting is achieved (ideally every 15 minutes). This may involve the use of HF to base, periodic climbs to a higher altitude to achieve VHF contact or the use of VHF FM to speak to pumping or service stations along the route or installation of automated satellite flight following systems. Emergency response procedures should be tested periodically to ensure that flight following arrangements are effective in the event of an overdue radio call or missing aircraft. The use of advanced satellite flight following technology that would allow the tracking of flights at a base station is highly recom-mended. In addition to the above comments it must be clear that the contracting OGP Member Company is responsible for flight following, and must either have the capability to perform this or have it as a contract requirement.
　
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