. 
A provisional Safety Case should demonstrate that the contractor has conducted a preliminary hazard assessment of its proposed operation, taking fully into account the particular local cir-cumstances and operating environment, and identifying the necessary controls.

. 
The successful tenderer will be expected to produce a full Aviation Safety Case acceptable to the OGP Member within 3 months of the commencement of operations and to demonstrate that the necessary controls have been put into place.

3.1.3 Risk assessment & risk reduction opportunities
The ability to assess risks and identify opportunities to reduce risk is fundamental in achieving improved safety performance. These elements are cornerstones of the Safety Case process. The chal-lenge for most operations is how to assess the risk reduction opportunities in terms of effectiveness and cost benefit in attaining risk levels that are as low as reasonably practicable (ALARP). It is important to be able to rank the risk reduction opportunities to help ensure that the best possible safety outcome is being achieved. Appendix 1 contains guidelines for a structured process to assess and rank risk reduction opportunities.
1 2 3  This would include call off or dedicated contracts but not one-off/ad-hoc purchase orders The term ‘safety’ is a generic term which covers occupational health, safety & environmental management considerations as well as aviation safety (airworthiness, flight and ground safety) and aviation security For air transport operators it is recommended that the Safety Case be produced in three parts: the Aviation Safety and Security Case, the Occupational Health and Safety Case and the Environmental Case. A single document covering all aspects of safety in an integrated manner may be acceptable as an alternative. 
. 2008 OGP  15 

3.2 Incident & accident reporting
3.2.1 Reporting
The definition of an Accident, Incident & Serious Incident are contained in International Civil Aviation Organisation (ICAO) Standards & Recommended Practices, Aircraft Accident and Incident Investigation – Annex 13 to the Convention on International Civil Aviation.
Notwithstanding the air operator’s regulatory, local and/or national legislative Mandatory Occurrence Reporting obligations, all OGP Members should, by contract, require that contracted air operators provide reports to the OGP Member’s Aviation Adviser and the local OGP Member’s business unit contract manager in the event of the following occurrences:
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Aircraft Accident; or

. 
Serious Incident; or

.  Near Miss. Aircraft accidents and serious incidents will normally be notified, investigated and reported in accordance with the international standards and recommended practices contained in ICAO Annex 13 which provides the necessary framework for the Investigation. OGP Members may observe and participate if allowed by the Governing State of Occurrence.
Specialist assistance provided through the OGP Member’s Aviation Adviser may be provided to the local in-house accident investigation team following initial notification.
The OGP’s Health & safety incident reporting system users’ guide should also be consulted to deter-mine if injuries sustained in the course of OGP Members’ aviation related activities are reportable to the OGP.

3.2.2 Injuries
Fatality & Serious Injury
ICAO Annex 13 contains the accepted definitions for the classification of fatalities and serious inju-ries arising from aircraft accidents. The following additional definitions for minor and slight injury may be useful.

Minor Injury
A minor injury is an injury sustained by a person in an accident or incident and which:
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Requires hospitalisation for less than 48 hours; or