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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.
b) Wherever possible, contracts should be in place with Med-rescue service companies such as those with known international reputations.
c) The use of aircraft, as supplied, is accepted on the basis that the exposure and risk of using unaudited/unapproved aircraft is outweighed by the risk of further suffering or loss of life to the patient who is the focus of the medical emergency.
4.3 Pilots
4.3.1 Qualifications & experience levels
The tables at Appendix 5A detail the recommended flying experience and qualifications of pilots before they can fly OGP Member or Contractor(s) personnel. Where these requirements cannot be met a mechanism to obtain a dispensation providing mitigating factors should be set in place. Where this is requested, full details of an individual’s experience and qualifications under the head-ings shown in the tables should be submitted to the Aviation Advisor for assessment and considera-tion prior to agreeing or otherwise such a dispensation.
Some operators have a basic pilot training scheme involving carefully structured modules from selec-tion through to basic, ab-initio training, conversion training, supervised line training, and captaincy. For the graduates of such a scheme, dispensation may be given for acceptance as captains or co-pilots on OGP Member flights, in accordance with paragraph 4.3.2 below for multi-crew aircraft.
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飞机管理指导方针 Aircraft management guidelines(22)
