North Sea News
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I’m not defending the wording of “the theme”, but I’m not sure I find it insulting. It might be perceived as more inclusive if operators were on the confirmed speakers list. But I think the speakers’ presentations will stimulate good discussion where the operators in attendance will have the opportunity to grade the manufacturers and regulators on their plans to enhance safety. I don’t think the operators will be bashful with their comments if the presentations fall short of their expectations.
Perhaps the manufacturers and clients could ask the operators why they keep operating the aircraft outside of the approved flight envelope........that is to say landing with tailwinds when not prescribed in flight manual
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Safety standards in the North Sea continue to improve, a new report has stated, despite several high-profile industrial incidents in the past year.
Oil & Gas UK’s annual study into offshore health and safety compliance has found an industry-wide commitment to constant improvement was keeping workers safer than ever.
The findings come despite the abandonment by French oil firm Total of its Elgin platform in the central North Sea following a major gas escape and two helicopter ditchings at sea forced by major technical issues on the aircraft.
Oil & Gas UK’s annual study into offshore health and safety compliance has found an industry-wide commitment to constant improvement was keeping workers safer than ever.
The findings come despite the abandonment by French oil firm Total of its Elgin platform in the central North Sea following a major gas escape and two helicopter ditchings at sea forced by major technical issues on the aircraft.
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£29m CHC Contract
Friday, Jun 21, 2013
CENTRICA Energy and Centrica Storage Limited have signed a £29million three-year contract, with options for a two year extension, with CHC Helicopter to secure an improved helicopter service to meet its operational needs across key oil and gas fields in the North Sea.
In the Southern North Sea, CHC will operate an AW139 aircraft out of Humberside Airport from November 2013, to support Centrica’s offshore activities, including the York and Rough platforms, as the operator relocates all flight operations from Yarmouth.
In the Northern and Central North Sea, Centrica Energy has secured the use of aircraft out of Aberdeen, from June 2013, on a part-exclusive basis to improve scheduling and flexibility of flights to its operated Kittiwake platform.
CENTRICA Energy and Centrica Storage Limited have signed a £29million three-year contract, with options for a two year extension, with CHC Helicopter to secure an improved helicopter service to meet its operational needs across key oil and gas fields in the North Sea.
In the Southern North Sea, CHC will operate an AW139 aircraft out of Humberside Airport from November 2013, to support Centrica’s offshore activities, including the York and Rough platforms, as the operator relocates all flight operations from Yarmouth.
In the Northern and Central North Sea, Centrica Energy has secured the use of aircraft out of Aberdeen, from June 2013, on a part-exclusive basis to improve scheduling and flexibility of flights to its operated Kittiwake platform.
Perhaps the manufacturers and clients could ask the operators why they keep operating the aircraft outside of the approved flight envelope........that is to say landing with tailwinds when not prescribed in flight manual
Exactly where is it forbidden, prohibited, or otherwise proscribed to make a "Down Wind Landing"?
After Julie answers that question first.....then we can go from there!
Last edited by SASless; 21st Jun 2013 at 13:13.
In most flight manuals, a tailwind component is not permitted within a Category A procedure.
ICAO makes clear that it can be used when permitted by the Flight Manual but a significant safety factor should be applied - i.e. not less than 150% of any reported tail wind component.
It has to be really unusual circumstances for tailwind components to be accepted when operating to/from an offshore installation.
Hence the fatal consequences following an engine failure in an offshore departure in Myanmar.
Jim
ICAO makes clear that it can be used when permitted by the Flight Manual but a significant safety factor should be applied - i.e. not less than 150% of any reported tail wind component.
It has to be really unusual circumstances for tailwind components to be accepted when operating to/from an offshore installation.
Hence the fatal consequences following an engine failure in an offshore departure in Myanmar.
Jim
In most flight manuals, a tailwind component is not permitted within a Category A procedure.
ICAO makes clear that it can be used when permitted by the Flight Manual but a significant safety factor should be applied - i.e. not less than 150% of any reported tail wind component.
ICAO makes clear that it can be used when permitted by the Flight Manual but a significant safety factor should be applied - i.e. not less than 150% of any reported tail wind component.
Thus Jim....as I read your carefully worded response....there is no absolute prohibition.
In the Southern North Sea, CHC will operate an AW139 aircraft out of Humberside Airport from November 2013, to support Centrica’s offshore activities, including the York and Rough platforms, as the operator relocates all flight operations from Yarmouth.
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Thus Jim....as I read your carefully worded response....there is no absolute prohibition.
(Well most offshore jobs outside of GOM).
Last edited by Adroight; 21st Jun 2013 at 22:10.
I expect Julie's comment relates to offshore ops ......more and more of the NS contracts appear to stipulate PC1 for the onshore atleast - and there are no tailwind component figures in the manual in the PC1/2 section that I can see so so can't see how you can do it operating to PC1 onshore .......
Last edited by EESDL; 23rd Jun 2013 at 21:21.
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Shake-up in Bristow
Bristow has just lost some key players in its Q & S organisation. Colin Cheesewright, who had only been in the post of Global Engineering Standards Manager is leaving to join Conoco-Philips and now it has been announced that Jonathan Stripling, Global Director Quality, Safety and Standards and Grant Ireland, Global Manager Quality and Safety already left 5 days ago 
. Rumor has it that Stripling and Ireland are going to join Bristow former Vice President Operations, Richard Burman, who is now a director of Avincis Group, the new owner of Bond Helicopters and the INAER group. This now leaves the Q&S department in Bristow in tatters as they still have no confirmed Q&S Managers in either Europe or Africa. Tim Rolfe, the Global Training Standards manager is the interim Director of Quality, Safety and Standards and is an exceptionally capable person, head and shoulders above his predecessor, but whether he will be offered (or accept) what appears to be a poisoned chalice is open to question. He is undoubtedly capable of filling the post he now occupies, but with so many of his support staff going or gone it will be a very difficult decision for him as to whether he steps up to the new mark. He can only do it if he is given a free hand to appoint new key players into the Q&S and Global Standards roles now vacant as soon as possible. With so much going on in all its theatres of operation, Bristow faces some tough challenges to get respected, qualified and willing people into these key positions as soon as possible to prevent predators like Burman with so many insights into Bristow operations poaching more key staff and undermining the Bristow quality, safety and standards organisation. Of course, all of this depends on Burman's own standing and those joining him in the IOC community.
There are interesting times ahead as newly emerging companies and alliances seek to take on the old established order.
. Rumor has it that Stripling and Ireland are going to join Bristow former Vice President Operations, Richard Burman, who is now a director of Avincis Group, the new owner of Bond Helicopters and the INAER group. This now leaves the Q&S department in Bristow in tatters as they still have no confirmed Q&S Managers in either Europe or Africa. Tim Rolfe, the Global Training Standards manager is the interim Director of Quality, Safety and Standards and is an exceptionally capable person, head and shoulders above his predecessor, but whether he will be offered (or accept) what appears to be a poisoned chalice is open to question. He is undoubtedly capable of filling the post he now occupies, but with so many of his support staff going or gone it will be a very difficult decision for him as to whether he steps up to the new mark. He can only do it if he is given a free hand to appoint new key players into the Q&S and Global Standards roles now vacant as soon as possible. With so much going on in all its theatres of operation, Bristow faces some tough challenges to get respected, qualified and willing people into these key positions as soon as possible to prevent predators like Burman with so many insights into Bristow operations poaching more key staff and undermining the Bristow quality, safety and standards organisation. Of course, all of this depends on Burman's own standing and those joining him in the IOC community.There are interesting times ahead as newly emerging companies and alliances seek to take on the old established order.
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Keke Napep - Surely Bristow can always recruit more quality/safety managers if they need?
Meanwhile, away from the North Sea -
Eurocopter Delivers 3 Helicopters to O&G Companies in Asia| Offshore Energy Today
*Its been said that the 225 doesn't suffer the same problems found in the North Sea when operating in warmer temperatures.
Meanwhile, away from the North Sea -
Eurocopter Delivers 3 Helicopters to O&G Companies in Asia
The deliveries of three new EC225s to customers in Vietnam and Malaysia further expands the fleet of Eurocopter’s workhorse helicopter deployed worldwide in demanding operating conditions of the offshore oil and gas industry.
EC225 deliveries involve the Southern Vietnam Helicopter Company (VNH South), along with Awan Inspirasi Sdn Bhd (AISB) and MHS Aviation – both of Malaysia.
“We are committed to collaborating closely with our customers to ensure that the EC225 remains an important asset for oil and gas operators. We thank customers such as VNHS, MHS and Awan Inspirasi for their continued confidence in the EC225,” said Eurocopter CEO Guillaume Faury.
VNH South accepted its third EC225 this month in a handover ceremony at Eurocopter’s production facility in Marignane, France. With the expected delivery of its fourth unit next year, the company will have a total of 10 Eurocopter rotary-wing aircraft in its inventory, consisting of four Super Puma family EC225 and four AS332 L2 helicopters, along with two EC155 Dauphins. VNH South benefits from the close support of Eurocopter’s South East Asia subsidiary based in Singapore.
VNH South began oil and gas operations 27 years ago with the SA330 Puma as its first helicopter. Since then, the company has increased its fleet with more acquisitions to meet the expanding business needs, including purchase of the four EC225s in the past six years. To date, VNH South has logged an impressive 54,000 flight hours with its Super Puma fleet.
The deliveries of three new EC225s to customers in Vietnam and Malaysia further expands the fleet of Eurocopter’s workhorse helicopter deployed worldwide in demanding operating conditions of the offshore oil and gas industry.
EC225 deliveries involve the Southern Vietnam Helicopter Company (VNH South), along with Awan Inspirasi Sdn Bhd (AISB) and MHS Aviation – both of Malaysia.
“We are committed to collaborating closely with our customers to ensure that the EC225 remains an important asset for oil and gas operators. We thank customers such as VNHS, MHS and Awan Inspirasi for their continued confidence in the EC225,” said Eurocopter CEO Guillaume Faury.
VNH South accepted its third EC225 this month in a handover ceremony at Eurocopter’s production facility in Marignane, France. With the expected delivery of its fourth unit next year, the company will have a total of 10 Eurocopter rotary-wing aircraft in its inventory, consisting of four Super Puma family EC225 and four AS332 L2 helicopters, along with two EC155 Dauphins. VNH South benefits from the close support of Eurocopter’s South East Asia subsidiary based in Singapore.
VNH South began oil and gas operations 27 years ago with the SA330 Puma as its first helicopter. Since then, the company has increased its fleet with more acquisitions to meet the expanding business needs, including purchase of the four EC225s in the past six years. To date, VNH South has logged an impressive 54,000 flight hours with its Super Puma fleet.
*Its been said that the 225 doesn't suffer the same problems found in the North Sea when operating in warmer temperatures.
Last edited by Anthony Supplebottom; 27th Jun 2013 at 08:44.
KN,
Knowing one of the Departed from his time as a Greenie....if the Peter Principle is valid....he has finally found his level of total incompetence.....which only tends to confirm my suspicions about HSE Programs.
I can think of one old time Bristow Engineer who has gone on to become a very capable and experienced Quality/Safety Professional who would be a very good match for any of the vacancies and who is well known in the Aberdeen area and International circles.
I would strongly recommend him for any position within that part of the Bristow Management Structure as I know him to be very capable, affable, and a very nice guy in all regards.
Knowing one of the Departed from his time as a Greenie....if the Peter Principle is valid....he has finally found his level of total incompetence.....which only tends to confirm my suspicions about HSE Programs.
I can think of one old time Bristow Engineer who has gone on to become a very capable and experienced Quality/Safety Professional who would be a very good match for any of the vacancies and who is well known in the Aberdeen area and International circles.
I would strongly recommend him for any position within that part of the Bristow Management Structure as I know him to be very capable, affable, and a very nice guy in all regards.
how many people work on an oil rig eg
A medium sized platform would generally have one changeover aircraft every weekday. The personnel are on 2 weeks on, 2weeks off so they changeover every fortnight.
19 out and 19 back X 5 days X 2 weeks equals 190 each way. Not always full so generally a bit less.
I don't think Cambodia was in the Rotordyne market. Third world countries used all sorts of aviation pictures for their air mail stamps. The same with banknotes. Before 1980 China used notes for every denomination and the 1 fen note, about 1.5 inches X 1 inch had a picture of a Russian copy of the Douglas DC3 on it.
Last edited by Fareastdriver; 30th Jun 2013 at 18:06.
The drilling unit that I am sat on is currently at its max POB of 120, which is typical of a NS semi-sub, while jack-ups tend to run to 100-110 in my experience. The platform next door has currently 60 bods onboard, and is maxed-out, but there are both larger and smaller platforms about, so it is difficult to put an accurate figure on it. Oh, and there are numerous variations of crewchange routine too, including 3 on, 3 off, 2-2, 2-2 followed by 2-4, plus you have those service hands who only pop out for a short visit.
Not quite so simple.
Not quite so simple.
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FED - thanks for taking the time to explain this, really appreciated.
I suppose if all the departments on each of the rigs/platforms coordinated their rotas they could use a bigger helicopter and costs could come down or the bigger helicopter could visit more than one rig?
I suppose this is being looked at all the time by the operators and manufacturers its just that one thinks that all the effort that goes into designing and building a 20 seat helicopter can probably be just as easily done for a 30 seat one?
I suppose if all the departments on each of the rigs/platforms coordinated their rotas they could use a bigger helicopter and costs could come down or the bigger helicopter could visit more than one rig?
I suppose this is being looked at all the time by the operators and manufacturers its just that one thinks that all the effort that goes into designing and building a 20 seat helicopter can probably be just as easily done for a 30 seat one?