Jake Molloy: Loudest message is that we must have warning systems

There are two aspects of it that hit home for me. The first is the recommendation regarding the need for early warning of a problem. I think that fits with one of the issues that the current helicopter safety steering group has been dealing with – as had its predecessor, the helicopter task force – and that is the introduction of advanced helicopter usage monitored systems.

After the 2009 event, the task force examined this and made recommendations that this early warning system be installed across every fleet and every helicopter. Currently, we are still struggling with this, we are still toiling with the manufacturers regarding the introduction of that system, so the report’s recommendation supports this move and will bolster our efforts.

Certainly, quite a lot of the concerns about helicopter safety were addressed immediately after the accident, and a lot has been done to rebuild confidence by the two groups. This rebuilding will be further addressed with the recommendations in the report and will go some way to dispel remaining safety concerns.

The other aspect that came out was the report’s reference to communication between the operator and manufacturer at the time. It suggests that had there been a more formal process of communicating the discovery of the chip then, potentially at least, they might have found fatigue in the gearbox and prevented the incident.

This may raise questions in the minds of the families of the lost and lead them to push the Crown Office for a fatal accident inquiry, just to clear the air.

It is not to suggest that anyone is looking to apportion blame. Given the tone and content of the report, I don’t think there is blame to be apportioned.

However, for the families to get complete closure it may be that a fatal accident inquiry would be appropriate, but I think that should be left to the families and Crown Office to decide.

• Jake Molloy is the offshore organiser for the RMT union