10.2.12 Cargo & cargo restraint system
Whenever possible, cargo should be carried in a compartment approved for carriage of cargo, and where available for the aircraft model equipped with an independent fire and smoke monitoring and extinguishing system. Apart from the considerations for the handling of dangerous goods it is essential that all cargo be securely tied down in the aircraft. Each item of freight must be weighed and manifested accordingly, to enable the pilot to calculate performance requirements correctly and thus ensure adequate safety margins in the event of engine or other system failure.
Only authorised aviation personnel should secure and remove cargo and baggage. This is particularly important during times when the aeroplane or helicopter has engines/propellers/rotors running.
10.2.13 Materials used in upholstery & internal trim
Most countries require that prior to installation of interior a Burn Certificate must be provided with the material to be installed. Prior to contract this certificate or an officially recognized equivalent should be presented. This is especially important for older refurbished aircraft. It is therefore impor-tant that aircraft offered to OGP Member Companies are not modified merely to give an attractive appearance, but embody only approved fire-blocking materials in their construction.
10.2.14 First-Aid kits
Suitable and comprehensive First-Aid kits should be carried on all aircraft. See Appendix 7.
10.3 Helicopter equipment
10.3.1 Health & Usage Monitoring System (HUMS) & Vibration Health
Monitoring (VHM) system guidelines
HUMS
Typically a HUMS incorporates basic vibration analysis using a VHM system which includes the equipment, techniques and/or procedures by which incipient failure or degradation of the helicopter rotor and rotor drive system components can be determined and is coupled with the aircraft flight data recorder for monitoring of other aircraft systems including propulsion.
VHM
A VHM system will normally monitor vibration data of the following, using a combination of spec-trum analysis and advanced diagnostic (proprietary signal processing) techniques. This will also include a diagnostic capability for every component in the drive train:
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Engine and engine to main gearbox input drive shafts.
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Main gearbox shafts, gears and bearings.
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Accessory gears, shafts and bearings.
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Tail rotor drive shafts and hanger bearings.
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Intermediate and tail gearbox gears, shafts and bearings.
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Main and tail rotor track and balance.
Helicopter fit
The OGP recommended equipment fit for offshore helicopters detailed in Appendix 7 includes the availability of Vibration Health Monitoring (VHM) equipment and Engine Usage Monitoring Systems (UMS), if approved by the regulatory authority for the helicopter type.
Helicopters with 10 or More Seats: For helicopters type certificated for 10 seats or more it is recom-mended that a HUMS or, as minimum, VHM coupled with an engine UMS be fitted.
Helicopters with 9 or Less Seats: For helicopters type certificated for 9 seats or less it is recom-mended that a basic VHM of the drive line / turning components and an engine UMS be fitted.
Installation approval
Certification/approval of the fitment of HUMS/VHM by the local regulatory authority on a “no hazard/no credit” basis is acceptable.
Technical requirements
Operators of aircraft with vibration monitoring systems should establish a written list (MEL) of HUMS/VHM system components and identify those that are allowed to be inoperative and the time period, expressed in airframe hours.
In addition, where helicopters are operated in Performance Class 2, with exposure time during take-off and landing, or in Performance Class 3, it is recommended that the VHM should be augmented by a propulsion system Usage Monitoring System, where this is not already included in HUMS. Maintenance logs should provide details on inoperative vibration system components.
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