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The Parliamentary Under-Secretary of State for Transport (Mr Robert Goodwill)
It is a great pleasure to serve under your chairmanship again, Mr Dobbin. I thank the hon. Member for Aberdeen North (Mr Doran) for securing this debate on helicopter transport over the North sea. That gave me the opportunity to be briefed by my officials, and his speech contained information that I also found very useful in understanding the situation. I have also read his letter to the Secretary of State for Transport, which was a comprehensive outline of the position that he takes.
As the hon. Gentleman knows, there are approximately 57,000 individuals in the North sea, working across 600 facilities. The only viable means of transferring workers in the North sea industry from shore to installation and from one installation to another is by helicopter. I have travelled myself in a helicopter from Aberdeen to the Captain field and also made the short and rather precarious jump from the production platform to the tanker where oil was being pumped. Having gone through the safety drill that one has to go through before travelling on a helicopter, I was all too aware myself of the dangers that helicopter flights in the North sea can, sadly, present at times. I also understand the strategic importance of maintaining links to the North sea oil industry and, during the recent unfortunate problems at Grangemouth, the Department was keen to ensure that sufficient oil supplies—four tankers a day—would be available to ensure that those flights could continue to service the industry.
There are approximately 100 flights a day operating in one of the most hostile environments in the UK, and I recognise that there have been a number of helicopter incidents in the past five years, which have caused unacceptable and tragic fatalities and provoked great apprehension about the safety of helicopter operations among the work force.
I would like to take this opportunity to offer my own condolences to the families who suffered such a tragic loss in the recent accident involving a Super Puma helicopter off Sumburgh airport in the Shetland Islands on 23 August 2013.
The hon. Gentleman will understand that I cannot say much about that specific accident, as the AAIB investigation is ongoing. However, the AAIB, in its special bulletin published on 5 September 2013, provided initial information on the circumstances of the accident. That bulletin provides an update on the significant investigation findings to date. My understanding of that report is that a detailed examination of the wreckage and analysis of the recorded data has been carried out and has not found any evidence of a technical fault that could have caused the accident, although some work remains to be completed. The ongoing AAIB investigation will focus on the operational aspects of the flight—specifically on the effectiveness of pilot monitoring of instruments during the approach, operational procedures and the training of flight crews.
In the circumstances, Super Puma operations were grounded until further information was available. However, based on the evidence from the AAIB investigation that there was no reason to believe that the accident was caused by airworthiness or technical failure of the Super Puma helicopter, the CAA endorsed the decision taken by the operators to resume flights. The CAA would not have allowed the helicopter to resume services if it was not completely satisfied that to do so was safe, and I understand that the pilots’ union advised that their members would not be flying the helicopters unless they were equally confident that it was safe to do so.
As the hon. Gentleman makes clear, however, we are concerned not simply about a single accident but about the number of accidents that have occurred over a relatively short period. I support the fact that the CAA is conducting a review that will rigorously examine the risks and hazards of operating in the North sea and consider how those risks can be managed most effectively. The review covers all the main areas of safety, and it takes a close look at the operators, protection for passengers and pilots, helicopter airworthiness, regulation and pilot training. I promise to study it when it is published.
The CAA is undertaking that review jointly with the Norwegian CAA so that a direct comparison can be made between experiences and approaches to safety in the two countries, to see whether any lessons can be learned. The UK and Norway both operate within the wider rules set by Europe, however, so the regulatory framework is the same for both countries.
It will be no surprise that the European Aviation Safety Agency is contributing to the work, which will be advised and challenged by a panel of independent experts. The CAA has held a workshop with the Norwegian CAA and the EASA as part of the review to examine the risks and issues identified, to share information on differences between UK and Norwegian operations and to discuss initial recommendations. The CAA is still waiting for information from the Norwegian authorities before it conducts its deliberations on those aspects of the review.
Mr Doran
I acknowledge everything the Minister is saying, but the point I was making about the CAA inquiry is that the regulator cannot examine itself, and it should not be required to. Another type of inquiry is needed. I have raised a number of questions about the CAA’s operation in the North sea, and I would be interested to hear the Minister’s response.
Mr Goodwill
As a former member of the Transport Committee, I visited the CAA with Gwyneth Dunwoody, who did not take any hostages when it came to examining the organisation. I am confident that the CAA is the gold standard of aviation authorities, and it is well respected internationally. I have no doubts about the integrity and the safety culture that permeates the CAA. I will be visiting it very soon, and I will ensure that I raise the points that the hon. Gentleman has made.
Mr Goodwill
By all means; I am happy to do so. It is reassuring to note that the review will not only study current operations, but look at previous incidents and accidents and offshore helicopter flying in other countries to make recommendations aimed at improving the safety of offshore flying.
The hon. Gentleman raised the shocking number of deaths, of which there have been 118 since 1976. Although I have not had the opportunity to review all those accidents, I can tell him that in the five most recent incidents, two of which involved fatalities, there was no common factor that would tend to affect all such incidents. No picture is emerging of a particular problem that must be addressed.
I note the point that the hon. Gentleman made about the 2009 case, which sadly resulted in 16 deaths. A fatal accident inquiry will commence on 14 January, and I understand the distress that the delay in holding it has caused the families. I am sure that the hon. Gentleman understands that one of the reasons why the inquiry could not take place sooner was that there was, at one point, a prospect of possible legal action in connection with the case. I understand the distress that that has caused the families, however, and I hope that when the inquiry has concluded and presented its findings, they will obtain better closure.
I also note the point that the hon. Gentleman made about cloud-based and meteorological information, and I will raise that with officials to see whether anything can be done to address it, and how big a factor it might have been in any of the accidents.
Dr Eilidh Whiteford (Banff and Buchan) (SNP)
I have been listening carefully to the Minister’s contribution, and it strikes me that one of the most powerful points made by the hon. Member for Aberdeen North (Mr Doran) was that weather might well be a factor. The Minister said that there were no common factors in the most recent incidents, but surely that would be the purpose of an overarching inquiry.
Mr Goodwill
I understand the point that the hon. Lady makes. However, gearboxes in helicopters are notoriously problematic if they are not properly maintained. My point is that other factors, which may or may not include pilot error, can contribute to accidents. I am pleased that the inquiry will at least determine the cause of the accident, which resulted in so many fatalities.
I agree with the hon. Member for Aberdeen North that the Piper Alpha inquiry revolutionised the safety culture in the North sea. It reminded me of the maxim often heard in industry, “If you think health and safety is expensive, try having an accident”. The health and safety of those operating in such a hazardous environment must be paramount.
It is clear that any accident is one too many, and there will always be lessons that must be learned when such accidents happen. To date, the UK has played a leading role in introducing a number of significant safety improvements in North sea operations. Electronic monitoring on board helicopters provides an early warning of any developing technical issues, and there has been significant research and development of helideck lighting to assist helicopter pilots when landing.
Satellite-guided approaches for landing and other operational improvements are under development. The CAA plans to publish its findings in early 2014, so the hon. Gentleman will understand why I do not support his call for a Cullen-style public inquiry at this stage. The Government think that it would be premature to call for a public inquiry before the AAIB investigation and the CAA review are concluded.