Sea World Helicopters' documented procedures for communication between inbound and outbound helicopters were not specific to their usual operation and location, and permitted a reactive model of separation, increasing the likelihood that an outbound pilot would not form awareness of relevant traffic. While some company pilots made proactive calls during final approach, this was not a standard practice.
Response by Sea World Helicopters
The operator disagreed with this safety issue. It stated:
The requirement for pilots was not reactive. The changes made by SWH reduced the conflict points in the operation from 4 to 1. This meant that any traffic within the flight path would be in ONE spot. This puts relevant traffic in a known point requiring pilots to be fully aware of the requirement to clear that area on every flight.
As detailed in your report, pilots were advised to make a Final Call when known traffic was possible. The landing helicopter did not make a ‘Final’ call when the pilot was aware that loading had completed, and the doors were closed.
ATSB comment
The safety issue relates to the scope within the operator’s procedures for pilots to use a reactive model of separation. As detailed in the report, advice to pilots without supporting procedures led to variability and company pilots were not consistent in application of a proactive call for separation on final approach.
However, in contrast to the Sea World Helicopters response to the safety issue, the operator had taken proactive safety action to reduce variability in application of proactive separation.
The operator’s procedures now require a proactive call on final approach from inbound pilots.
Sea World Helicopters put in place increased communications protocols for SWH pilots including a mandatory 'Final' call with acknowledgement by outbound pilot, as detailed in their Base Operating Procedures.
