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reduce total time on type. This must be considered only after approval of the contractor’s type conversion scheme based on the requirements of Appendix 5C, and will be reviewed on a case-by-case basis as noted above and in paragraph 8.1.2.3.
e)  The entry level for the competency based Training Management System will normally be at the ab-initio level (Appendix 5B, Stage 1), but can also be with a CPL (Appendix 5B, Stage 4) providing the following conditions are met:
i)  Aptitude testing is completed in accordance with Appendix 5B, Stage 1.
ii)  Full training records are held for the CPL training including records of stage and final
check flights and total hours are validated by the training provider.
iii) The training provider has been assessed and approved by the Helicopter Operator’s
QA or Training organisation and the following factors taken into account:
. 
Instructor experience and oversight.

. 
Instructor competency check process.

. 
The content of the CPL training (ground and flight), which should include an ele-ment of role specific training dependant on the type of flying to be performed (i.e. Offshore, vertical reference).

 

4.3.3 Use of freelance pilots
Freelance pilots may be used provided they have received proper company Induction/Conversion/ line training before initial engagement, are included as part of the company’s recurrent training programme, and have OPC/LPC (or equivalent) conversion training in accordance with national regulations. If time between engagements exceeds time between required OPCs, a training pro-gramme applicable to all company pilots, being away from flying for whatever reason, should apply to the freelancer.
Their competence and suitability should be formally endorsed by the senior management of the company and must meet all OGP Member flying qualifications and experience level requirements. They are also to be identified to and accepted by the OGP Member Company prior to use.

4.3.4 Pilots flying more than one aircraft type
Aircraft operator policy regarding how many types of aircraft their pilots may fly varies significantly from company to company. The advisability of pilots flying more than one type will vary with the types involved, the experience level and ability of the individual pilot. Nevertheless, because flying several types on a day-to-day basis inevitably increases the danger of incorrect responses in the case of emergency, and the likelihood of handling errors or errors of omission, a limit must be placed on the practice.
It is expected that aircraft operators have a written policy on the subject, which applies across their operations. While pilots are quite correctly endorsed on a number of aircraft types, it is recom-mended that only in exceptional circumstances would more than 2 types be flown on a day-to-day basis, with a preference to see a single type flown, or scheduling in blocks of days on a particular type. If more than one type is flown, recency flying and type training must be closely monitored both by individual pilots and by a nominated member of the flying, training or operations staff.

4.3.5 Medicals
All pilots should hold a valid medical certificate; appropriate to their age and licence (e.g. CPL, ATPL) requirements. The frequency of medical examinations is determined by the local National Aviation Authority and/or company policy, however the maximum interval between medical exam-inations should not exceed 12 months.

4.3.6 Payroll/salary
Aircrew personnel should not receive remuneration solely on a basis of hours or miles flown. The method of remuneration preferred by the OGP is fixed salary.

4.4 Maintenance personnel

4.4.1 Qualifications
Personnel carrying out aircraft maintenance should hold appropriate Licences and Endorsements (see Appendix 5D1-3). These should permit them to carry out aircraft maintenance or act in a super-visory or management capacity of an approved Maintenance organization as required by the govern-ing regulatory authority of the jurisdiction in which operations are being conducted.
　
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