North Sea News

[Savoia]

North Sea helicopter operator buys in Super Puma replacements

http://www.statoil.com/no/NewsAndMedia/News/2010/PublishingImages/BristowS92_468_195.jpg

By FRANK URQUHART Published on Wednesday 21 November 2012

ONE of the North Sea’s three main helicopter companies has placed an order for ten new aircraft to help ease the crew change crisis caused by the grounding of the Super Puma EC225 fleet.

Bristow Helicopters is taking deliver of ten Sikorsky S92 helicopters with options for another 16 of the aircraft to supplement its operations across the globe.

All 16 EC225s operating in the North Sea - one-fifth of the entire fleet - are expected to remain out of service until at least February. They have been grounded since 22 October when a CHC-operated Super Puma EC225 was forced to ditch off Shetland. Another Super Puma EC225 ditched 30 miles off the coast of Aberdeen in May. Bristow alone operates eleven EC225s in the UK,

Both ditchings have led to the discovery of “potentially catastrophic” mechanical failures in the gearbox - identical cracks near a weld in the main vertical gear shaft. In both cases, tests have shown identical problems which resulted in a false alarm being issued over a lubrication system failure.

A spokeswoman for Bristow said: “Bristow Helicopters is working hard to minimise, and ultimately eliminate, disruption for our clients and their passengers following the recent suspension from operation of some of the Eurocopter Super Pumas. In cooperation with our clients we have re-allocated and re-deployed the use of additional helicopters from our global fleet to support our operations in the North Sea.

“Additionally, and in response to the current situation, as well as the forecasted increasing global demand for large helicopters, we have secured available S92s from Sikorsky. We have ordered ten additional new Sikorsky S92 large aircraft for delivery in 2013 and 2014 together with options for 16 more for delivery between 2014 and 2017.

“Bristow is in on-going discussions with our clients on safely serving their current and future needs by ensuring the availability of helicopters.”

The order with Sikorsky is understood to be valued in the region of £170 million. According to Bristow, the safety alert issued following the Super Puma ditching is affecting eleven of the company’s EC225 helicopters in the UK, three EC225 helicopters in Australia, one EC225 helicopter in Norway and one AS332L2 helicopter in Nigeria.

The company said in a business statement: “An incident involving another operator and an EC225 helicopter in May 2012 that resulted in a similar directive did not have a material financial impact on our company. However, we are unable to determine whether this incident on 22 October and the resulting actions taken by the Civil Aviation Authority could have a material effect on our business, financial condition or results of operations at this time.”

North Sea helicopter operator buys in Super Puma replacements - Transport - Scotsman.com (http://www.scotsman.com/news/transport/north-sea-helicopter-operator-buys-in-super-puma-replacements-1-2648476)

[Savoia]

Two Super Puma’s return to base after safety scares

http://www.upstreamonline.com/incoming/article1247021.ece/ALTERNATES/article_main/Super+Puma+Bond.jpg

Thursday 22 November 2012

Two Bond-operated Super Puma helicopters were at the centre of separate safety alerts over the North Sea today.

One of the helicopters was heading out to the platform where the 2009 Super Puma crash helicopter was headed The helicopters were forced to return to Aberdeen heliport this morning while on flights to a BP installation and a drilling rig.

Both Super Pumas are the earlier L2 models of the aircraft which are not affected by the current grounding of the EC225 models which have been involved in two ditchings since May. But one of the flights involved in today’s alerts was en route to BP’s Miller platform.

In April 2009, two pilots and 14 oilworkers on a Super Puma AS332L2 were killed when the aircraft, operated by Bond Helicopters, crashed into the North Sea while flying to the Miller platform after suffering a catastrophic gearbox failure.

A spokesman for Bond Helicopters said today: “Two flights this morning were returned to base. They went in for immediate inspection. The first flight that came back was checked and nothing wrong was found with it and it is being returned to service. “Both helicopters are L2s - the only version of the Super Pumas that Bond are flying at the moment. One was heading for the Miller platform and the other was heading for the the Borgholm Dolphin drilling rig.”

A helicopter industry source said that one of the alerts was sounded after an oilworker on board had reported hearing a “rattling” noise on the helicopter. Said the source: “Because of the recent incidents everybody is so keyed up that the slightest thing they hear they think there is a problem and for obvious safety reasons helicopters have to return to base.”

All 16 EC225s operating in the North Sea - one-fifth of the entire fleet - have been grounded since 22 October when a CHC-operated Super Puma EC225 was forced to ditch off Shetland. Another Super Puma EC225 ditched 30 miles off the coast of Aberdeen in May. Both ditchings have led to the discovery of “potentially catastrophic” mechanical failures in the gearbox - identical cracks near a weld in the main vertical gear shaft.

A report into the fatal crash in 2009, published in November last year by the Air Accident Investigation Board, revealed that the the chopper disintegrated as it plummeted from 2,000ft into the North Sea at 170 knots, when its main rotor gearbox failed, its massive rotor blades ripping from the body of the aircraft and severing the tail.

The detailed report by the AAIB pinpointed a series of misunderstandings, mistakes and failures in communication that led to the root cause of the mechanical failure in the gearbox going undetected.

Two Super Puma (http://www.scotsman.com/news/transport/two-super-puma-s-return-to-base-after-safety-scares-1-2651388)

[Savoia]

Norwegian government approves new North Sea oil fields

http://www.tnp.no/newsimg/statoil_svalin.jpeg
Norway's Grane platform which will initially support the work in the new Svalin fields

The Norwegian cabinet has given its approval for work to proceed in the new Svalin field. Svalin M was discovered in 2008 and its start-up is scheduled for the end of 2013. Svalin C was discovered in 1992 and its start-up is scheduled for summer 2014.

Recoverable reserves are estimated to about 75 million barrels of oil equivalent (12 million standard cubic metres o.e.). There are two structures, Svalin C and Svalin M, containing similar quantities.

The Svalin field lies about six kilometres south-west of the Grane platform at a water depth of 125 metres. The Svalin field development is one of Statoil’s fast-track developments. Statoil is operator with %57 ownership; Petoro (%30) and ExxonMobil (%13) are partners.

More (http://www.tnp.no/norway/economy/3383-government-approves-new-oil-fields-in-the-north-sea)

[Savoia]

Helicopter fault leaves workers stuck on North Sea rig

http://news.bbcimg.co.uk/media/images/64719000/jpg/_64719882_rig1.jpg
The Ensco 80 rig which is located 100 miles off the Norfolk coast

More than 90 workers have been stranded on a gas rig in the North Sea for two days after a helicopter broke down.

The aircraft has been on the Ensco 80 rig, 100 miles off the Norfolk coast, since Monday afternoon.

Operator Bond said it developed a technical problem and engineers were awaiting delivery of a part. Rig owner Ensco said there were 94 people on board the rig, four over its capacity, but there were enough lifeboats for 200 people.

An Ensco spokesman said the helicopter had been at the rig on a routine crew-change flight when it developed technical problems. "The pilots go through safety checks before they leave and obviously discovered a problem," he said.

The helicopter pilots were now on board the rig, he added. "There are 94 people on there. Our maximum persons-on-board is 90 but there are extenuating circumstances. "We hope to resolve the situation as soon as we can." He said there were enough supplies on board and that offshore workers were used to being stuck on rigs, sometimes for days on end, due to poor weather conditions.

Bond Offshore Helicopters confirmed the aircraft, an AgustaWestland AW139, had flown to the rig from Norwich Airport and developed a technical problem once it had landed. The company said the rig was 115 miles north-north-east of Norwich. "Engineers were dispatched and are currently examining the aircraft," it said in a statement. "Once the relevant part has been delivered and fitted, the aircraft will be returned to normal service."

The rig is operated by Perenco, which has declined to comment.

BBC News - Helicopter fault leaves workers stuck on North Sea rig (http://www.bbc.co.uk/news/uk-england-20691113)

[Savoia]

G-REDK Mid-Flight Oil Pressure Warning Yesterday

A Bond owned Super Puma helicopter was escorted back to shore after an oil pressure warning light illuminated mid-flight. The aircraft had been returning from the Borgholm Dolphin at around 9.30am on Wednesday 12th December when the incident occurred.

Bond and CHC Super Puma helicopters forced to return to shore | Aberdeen & North | News | STV (http://news.stv.tv/north/205691-super-puma-helicopter-escorted-to-shore-after-oil-pressure-warning/)

[SilsoeSid]

Bond and CHC Super Puma helicopters forced to return to shore | Aberdeen & North | News | STV (http://news.stv.tv/north/205691-super-puma-helicopter-escorted-to-shore-after-oil-pressure-warning/)
Video on webpage

Two North Sea offshore helicopters have been involved in separate incidents which forced them to return to Aberdeen on Wednesday.

A Super Puma helicopter was escorted back to shore after an oil pressure warning light illuminated mid-flight. The Bond-owned aircraft had been returning from the Borgholm Dolphin at around 9.30am on Wednesday when the incident occurred.

At the time, 16 passengers and two crew were on board the Eurocopter manufactured craft.

After the warning light activated the aircraft’s pilot dropped 1000ft as a precaution and was escorted back to Aberdeen by a CHC owned helicopter to be met by emergency ground crew.

A spokesman for Bond said: “Bond Offshore Helicopters can confirm that one of its AS332L2 aircraft, registration G-REDK, landed safely at Aberdeen earlier yesterday with all passengers and crew disembarking normally.

“In line with standard procedure, emergency services were in attendance at Aberdeen airport as a precautionary measure, following notification that the crew had observed a standby pump warning light whilst en route. Engineers will examine the aircraft fully before it returns to service.”

The second incident involved a CHC Scotia helicopter, which was ferrying 15 people, with two crew, to the Elgin field, before the journey was aborted.

A spokesman for CHC helicopter said: "An AS332L2 flight made a non-emergency return to base after an indicator light came on in the cockpit.

"The aircraft landed safely at Aberdeen Airport just after 3pm and will be inspected by CHC engineers. There were 17 people on board."

RMT offshore organiser Jake Molloy said he was unhappy with the lack of transparency within the offshore helicopter industry.

He said: “I'm putting this to the Helicopter Safety Steering Group. What this highlights is that the communication process is not working. We should not be hearing this second-hand from concerned parties.

“I have heard that another two helicopters have developed technical problems today. Two flights are delayed.

“I am unhappy with people boarding these things without knowing what is going on. Our members are just being told that they have 'gone tech'. There should be openness and transparency.”

[TRC]

North Sea News

Don't we usually get the weather after the news?

[Savoia]

My oversight!

XWU9TMT_6HM

[Brilliant Stuff]

Brilliant, Savoia.

[TRC]

This might be more appropriate.. do listen - probably suits Brits who know the score.

AnKWo9kvSyo

Thank you SP.

[Savoia]

Lol, excellent!

[Savoia]

Eurocopter to put EC225 through further tests

http://www.scotsman.com/webimage/1.2695392.1358340311!image/744175539.jpg_gen/derivatives/landscape_595/744175539.jpg
One of the EC255's which experienced technical difficulties in the North Sea

By FRANK URQUHART
Published on Wednesday 16 January 2013 12:30

EUROCOPTER which manufactures the North Sea helicopter at the centre of a dramatic offshore ditching in October is planning a further series of tests in a bid to finally identify the cause the incident, it was revealed today.

• Further tests planned on Eurocopter helicopters as root of fault still unclear

• “Potentially catastrophic” mechanical failure in gearbox had forced Super Puma EC225 model into North Sea ditching

• All Super Pumas, used to transport North Sea oil workers, have been grounded

The French manufacturer of the Super Puma EC225, has already carried out two series of tests to determine the cause of a “potentially catastrophic” mechanical failure in the gearbox of a Super Puma EC225 which was forced to ditch in the North Sea four months ago.

A crack in the main gear shaft was discovered after the chopper carried out a controlled ditching following indications of a failure of the main gearbox lubrication system and emergency lubrication system.

Eurocopter revealed in November that the warning of a lubrication system failure on the CHC-operated Super Puma was a false alarm - identical to the scenario in the ditching in May involving a Bond-operated Super Puma.

A spokesman for Eurocopter said today that further tests were still needed to positively identify the root cause.

He said: “For the past weeks, Eurocopter has continued to regularly communicate with oil and gas customers and operators and industry representatives concerning the EC225 main gearbox shaft failures, while respecting the confidentiality of the official accident investigation.

“The company has provided an overview of its approach to the root cause analysis performed during the past several weeks and has reported a most probable root cause. At this stage, this EC assumption has not been proven by tests.

“Based on this finding, Eurocopter has announced the launch of a third test campaign, to be initiated in late January, with more sophisticated evaluations that focus on the most probable cause. Bench test results are expected at the end of February. In addition, evaluations will continue on three alternative scenarios for the failures’ cause and all results will be shared with the UK Air Accident Investigation Branch.”

He added: “The overall methodology is also supported by an external company, Shainin Engineering, which participated in identifying the Airbus A380 wing crack issues.

“All 16 EC225s operating in the North Sea - one-fifth of the entire fleet - have been grounded since 22 October when the CHC-operated Super Puma EC225 was forced to ditch off Shetland. Another Super Puma EC225 ditched 30 miles off the coast of Aberdeen in May.

More tests planned to identify mystery fault plaguing North Sea helicopters - Transport - Scotsman.com (http://www.scotsman.com/news/transport/more-tests-planned-to-identify-mystery-fault-plaguing-north-sea-helicopters-1-2740404)

[terminus mos]

Try as they might, EC obviously cannot reproduce the fault. They have "hypotheses" but so far the link between the hypotheses and the failure is not established.

The EM Lub indication issue is rumoured to be fixed but of course activating the EM Lub is not really the answer with this failure mode.

Not looking good for a return anytime soon for EC's flagship helicopter, even with extra downloads and earlier propagation warnings.

Confidence is waning in EC's ability to fix this. I hope they have already started a parallel path of designing a more robust shaft.

[jimf671]

I looked on the websites of the usual suspects the other day and, although a couple of press reports have appeared about this, I couldn't find any original reports.

Where does Eurocopter announce this information?

[Pittsextra]

The back peddling, PR and other matters EC225 from Eurocopter is here:-

EC225 (http://www.eurocopter.com/Aberdeen/20130116.html)

[HeliComparator]

Interesting that EC are outsourcing some of the investigative work. That must have hurt!

[SASless]

HC,

When you off for your 92 course?

[bellboy]

OUCH!!!!!!

[HeliComparator]

Even though I would enjoy the laugh, it ain't going to happen!

[DOUBLE BOGEY]

Whats an ESSninety2???

SAS - remember all that sympathy you had for the dear old Chinook when the nasty Shell man wielded his hideous axe....can you spare a bit for us Europhiles please??

[jimf671]

At least HC can still hear the derision.

[SASless]

That is one thing the Chinook excelled in doing.....destroying Pilot's hearing!:uhoh:

[heliski22]

"....accelerate until the co-pilot goes out of focus then back it off 5 knots..."

Isn't that what you (or somebody) said, SAS...? :-)

[SASless]

Nope....that was a Brit from BAH that said that.

Odd...I don't recall the Chinook to be anything but smooth but then we had hundreds of the things and lots of very experienced maintainers working on them. Perhaps our corporate knowledge gave us an advantage.

Mind you when the forward swash plate got a bit of wear....usually right up there within just a very few hours before TBO....they could get a bit lumpy with the Thrust Lever (Collective to the unwashed) down near the floor. One felt like saying something along the lines of "Whoopee Ti Ri Yo!" when experiencing that ride. If you got out of synch with the vertical....you did get a butt beating!

[1helicopterppl]

I notice CHC have transferred a 332L2 Puma, (VP-CHC) from the Falklands to Dyce & registered it G-WNSC for North Sea operations. Does this mean they have only one machine left in Falklands, replaced it with another or the contract has changed ?

[pilot and apprentice]

changed I believe

[Savoia]

https://lh5.googleusercontent.com/-ulafm_wDPPU/UPpvCtbN6xI/AAAAAAAALhs/Py5yc4opfiw/s254/RAeS+Logo+2.png

Date: Monday 21st January 2013

Venue: The Aviator Suite, Prestwick Airport Terminal Building

Time: 19:30-22:00

Event: Presentation

Subject: North Sea Helicopter Operations

When filling up the car with fuel, few of us think about all the people and businesses involved in getting it from the sea bed to the pump. Offshore workers, refinery staff and tanker drivers are obvious. But what about helicopter pilots and air traffic controllers? This presentation describes the helicopter flying and Air Traffic Control operations that support the UK North Sea Oil and Gas industry. Fifty litres of unleaded will never seem the same!

Royal Aeronautical Society | Event | North Sea Helicopter Operations (http://aerosociety.com/Events/Event-List/788/North-Sea-Helicopter-Operations)

Scotland set for a blizzard battering as more snow is on the way, forecasters warn

http://i1.dailyrecord.co.uk/incoming/article1534441.ece/ALTERNATES/s615/wintry+weather+14-1-13.jpg

The East of Scotland will be subjected to a relentless stream of snow showers throughout the weekend, according the Met Office.

STRONG winds have been pushing snow on to the east coast from the North Sea and forecasters predict this will continue into next week.

"Frequent, and occasionally heavy, snow showers", with snowfall is expected to be as deep as two to four inches and as much as six inches on higher ground, the Met Office has forecast. The wind is predicted to continue to intensify poor conditions with the "drifting of lying snow in the strong-to-gale-force south-easterly winds".

Scotland set for a blizzard battering as more snow is on the way - Daily Record (http://www.dailyrecord.co.uk/news/scottish-news/scotland-set-for-a-blizzard-battering-as-more-1544834)

[Savoia]

Sikorsky Developing Automated 'Rig Approach' for S92

07 March 2013

Sikorsky is on the verge of achieving FAA certification for an automated rig approach capability for the S-92 medium helicopter.

The function is expected to result in a 60% reduction in pilot work load as the aircraft is brought into an automated level and slow approach to an oil rig.

Spencer Elani, director of the S-92 programme, said at the Heli-Expo exhibition that the system was expected to complete certification in March or April.

‘We have been working this for a few years. We have actually flown the rig approach two weeks ago with the FAA. So rig approach is basically an automatic flight to the rig. So you put in the coordinates of the approach you would to make to the rig, take-off and push a button and it’s hands off to the rig,’ Elani said.

The system includes automatic departure, guaranteed water clearance (levels off at 200 ft) and simplifies the final landing, approaching the rig at 30 knots groundspeed.

‘The crew can focus on their surroundings and don’t have to worry about pushing any buttons. Come down out of the clouds in a stabilised approach and then actually fly at 30 knots, so very slow. It determines the flight path; it determines whether they want to manually go on the rig. If they don’t want to go on the rig they can fly by or push a button and you can come back around and take another go.’

‘We believe, our customers believe and now we have the support of the FAA that this is a big safety enhancement. It’s been a long time coming and it is going to be a big safety improvement to the fleet. And then we will go back and eventually do it to our other products such as the S-76.’

Heli-Expo 2013: Sikorsky offers automated rig approach for S-92 - News - Shephard (http://www.shephardmedia.com/news/rotorhub/heli-expo-2013-sikorsky-offers-automated-rig-appro/)

[Ian Corrigible]

Roughneck: "Does my bum look big in this?"

Transocean: "Yes"

Oil workers too fat for helicopters told to diet (http://www.express.co.uk/news/uk/381888/Oil-workers-too-fat-for-helicopters-told-to-diet)

:E

I/C

[diginagain]

It's a fair comment. As someone who travels to work in this manner regularly, I wonder if more stringent checks on the physical size of passengers should be introduced.

[Fareastdriver]

The worst one I had was in China. A mountain who weighed in at 350lbs. His kit was in two bags that weighed 84lbs and he also had a set of golfclubs.
The rep let him go with the lot and two other Chinese pax were dropped.

He was typical of contractors then. They would carry there entire wardrobe around the world and expect to take it offshore with them; and in most cases there was no alternative.

[902Jon]

My worst in this department was last year. 9 Dutchmen out to a work platform.
It was a very short trip on a VFR day, so we offered a good payload. The manifest came back with a payload of over 3200lbs. The average pax weight I calculated out as 306lbs!! :eek:

The amusing thing is, the oil & gas companies come back moaning why we can't take 9 or 10 pax any more! :ugh:

[Offshorebear]

In a word (or three actually) Disability Discrimination Act

O&G UK examining Doctors wary of refusing a Medical Cert due to patient being too fat, BMI over 40 then get the 'you must lose weight' instruction then sent for the dubious 'can you get into a survival suit and can you fit through this huge escape window', if they pass that then off they go for another two years to get even fatter :ok:

Full Breakfast and stickies anyone ??????????:):):)

[Savoia]

AMEC wins £68m North Sea rig contract

British engineering and project management firm AMEC has been handed a £68m contract by a consortium led by BP to deliver two new oil rigs in the North Sea.

The consortium, which also includes Shell, ConocoPhillips and Chevron, is building the two rigs off the coast of the Shetland Islands in an area known as Clair Ridge.

The work is scheduled to run until March, 2016 and will employ a team of around 800 Amec workers at its peak.

The contract will see Knutsford-based Amec and its subsidiary Qedi install new production, accommodation and drilling facilities and subsea pipelines.

The two new platforms are due to be installed in 2015, with production scheduled to start in 2016.

BP is investing £4.5bn in the project to access 640 million barrels of oil, which will be extracted at a rate of up to 120,000 barrels per day until 2050.

Amec managing director Alan Johnstone said: “I am delighted that our long track record of delivery of major and complex projects for BP has been recognised through this significant contract award. “The award extends our relationship with BP, as well as crowning our overall involvement with this giant development from concept right through to commissioning."

“We will be utilising our leading expertise from our brownfield centre of excellence and securing North Sea jobs.”

Amec said it would utilise the latest technology and processes at the site to improve efficiency and reduce environmental impact.

In 2011, Amec was awarded an engineering and project management contract for the platform design of the Clair Ridge development.

Engineering and project management giant AMEC has been handed a £68m contract by a consortium led by BP to deliver two new oil rigs in the North Sea. - Manchester Evening News (http://www.manchestereveningnews.co.uk/business/business-news/engineering-project-management-giant-amec-1717014)

Perhaps in view of previous posts .. these rigs should be equipped with an on-board gymnasium! ;)

[SASless]

The Pilot's job is to do the math....provide the Client with the available Payload....and then drive the machine.:ugh:

It matters not how many passengers that winds up being....that is for the Client to deal with.:=

You are going to the Rig with whatever the Client puts onboard....be it just the Daily Newspapers....or a Copying Machine....or a bunch of Bears.:p

As long as the Passenger, Baggage, and cargo weights are accurate....that is all the Crew need worry themselves about.:ok:

[ericferret]

If the front office is manned by pilots whose figures challenge the average immersion suit does this actually improve the C of G situation in the AW139?

[902Jon]

Actually Sasless, the pilots responsibility is to the safety of his/her passengers. Now if some of them are too big, especially with an SK76, where people are loaded behind the pilots seats, there is a big threat to their safety in the event of an emergency evacuation on/in the water. Us in the front seats could escape ok, but its not the done thing I understand, to be the first into the liferaft!
This is a serious issue with the smaller offshore aircraft, and one that can be sorted by oil & gas companies for the safety & health of their workers.

[SASless]

The Operator, Client, and CAA have that responsibility. Pilots operate within the the confines of the Law, Regulations, Rules, SOP's, and Approved Procedures, and Contract Terms.

If the Big Three have approved the carriage of those you think too large for their own good...it is not your remit to make that judgement. Raise the issue in a Safety Meeting, make your views known, and stick to doing your job until the Rules change.

The US EMS industry....the cheap outfits that use Jet Rangers....love skinny Pilots as the very limited Payload demands Pilots who suffer from Anorexia in order to get off the ground with a patient.

Fortunately for the Offshore Industry the Client pays by the Hour and by the Pound.....not by the number of passengers.

[js0987]

There's a bit more to it than just doing the numbers. Checking to see if the passengers can wear a life jacket and can fit in the seat belt are done after the numbers. I would check and brief my CP to check and make sure that the portly passenger would not just pull up his belly, lay the seatbelt in his lap and let his belly cover up the buckle.

It's good to see drilling companies begin to take the matter seriously. It will be interesting to see if they apply the same policy to the service companies, because that's where the bulk of the problem lies.

[diginagain]

because that's where the bulk of the problem lies. Well done. :D

[SASless]

If the guy isn't wearing his seat belt....he is a Safety Hazard....just as releasing the Seat Belt before landing. The Reason he is not wearing the belt is not the issue.....it is failing to comply with the Safety Rules that is the problem.

[js0987]

Of course the pax is a safety hazard. That's why you check and if the seatbelt won't fit, he doesn't go. Understanding the reason is important. The man does it because he fears that if he can't go, he will be fired. When it comes to his livelihood, well, nothing bad ever happens while flying, right?

Reducing the overall weight of passengers is great for increasing productivity, and for reasons of safety, companies need to stipulate that passengers that fly offshore need meet specific size requirements. The pilot should be the last level of safety in this case, not the first.

[SASless]

So provide seat belt extenders if that is your concern.:ugh:

Are you suggesting for standardization sakes.....all Pax must weigh no more than 165 pounds or something?:rolleyes:

Bit Orwellian that!:=

[Savoia]

North Sea Crewmen Honoured for Vos Sailor Rescue

Vos Sailor crew member Joseph Laws, 50, from Hull, died when the vessel was damaged about 120 miles off Aberdeen on 15 December.

Other crew members had to be airlifted to safety from the stricken boat.

Bond winchman Andrew Cowx and winch operator Paul Walters have received an award.

The Billy Deacon Search and Rescue Memorial Trophy was established in memory of a Coastguard winchman who lost his life during the rescue of 10 crew members from the Green Lily off Shetland in November 1997.

Bond Offshore Helicopters managing director Luke Farajallah said: "Andrew and Paul displayed outstanding courage, composure and selflessness in the face of extremely challenging and hazardous conditions, and I can think of no more deserving winners of the trophy.

"Of course they are part of a broader team, and I would also like to commend Captain Graham Stein and co-pilot Nick Smalley for their part in this rescue."

BBC News - Vos Sailor North Sea death: Helicopter crew honoured (http://www.bbc.co.uk/news/uk-scotland-north-east-orkney-shetland-21754750)

[HeliComparator]

A bit defensive of obese people there SAS - just remind us how much you weigh?

Of course there has to be a limit to the max weight of a passenger, although its something we seem to overlook. The seats will have been designed and certified with a specific pax weight in mind for crashworthiness, perhaps its only 100kg? And they have to be able to get out in an emergency without excessively impeding others. And who wants to be sitting next to them?

[js0987]

SAS - I'm just suggesting that the problem of passengers who can't fit in a seatbelt (extenders are not allowed on the C+) should be headed off at the pass.

[SASless]

The discussion is about a few folks voicing a personal opinion about others they consider too "large". The whole rant was based upon the cut in Pax because of the weight of one or two passengers.

It was not kicked off as a safety issue.

I will listen to Safety concerns but not some idiot whining about how many passengers they can carry.

Does this concern about "weight" apply to Pilots as well?

I would think, as someone has mentioned, that Big Boys should be an advantage in the 139 with its well known CG issues.

So where do you draw the line in the hyped up concern about weight?

As I noted....if it is a Safety issue....then it is a valid concern. If it is about numbers of passengers per flight because of weight....then that is a load of tripe!

if we were to limit people to 100 KG's.....how many weight lifters would that eliminate? Is that limit including the Survival Suit.....that again cuts down the weight? Is the seat limit of 100 Kg's adequate?

I submit there are plenty of folks out there that are very fit, but exceed the 100 KG limit....so where does that put them? Unemployable because of a quirk in their birth?

If we hire 90 pound Women....can we put them two to a seat?

That is how silly the original comment was as it was based on a silly idea.

[Wizzard]

The lady doth protest too much, methinks

[js0987]

Back to the original premise about too much weight, I believe that we are trying to overturn a law of nature. Just like the sun rising in the east, no matter how big the helicopter, how much payload it can carry, how much baggage it can carry, the oil companies will always find ways to exceed those limits. No point in fighting mother nature.

[cyclic]

SAS

With all due respect both our nations contain some of the most obese people in the world. Scotland in particular has a real issue with health problems related to diet and lifestyle. The problem is getting worse and I am always amazed at the state of some passengers as they try to get in the aircraft having come up one set of stairs. If the oil companies can help with educating their staff, for whatever reason, it can only be good. This problem is costing us all a fortune and is a ticking time bomb. I would rather my tax was spent on real, unavoidable health issues other than those which a little self discipline can make go away.

[Grenville Fortescue]

One pax for every two seats, no problem (http://www.ozebook.com/cpotw/documents/24/us%20inside.jpg) :ok:

[Bluenose 50]

With due respect to overweight folks – coming under that category myself – Savoia’s post rightly recognises the award given to the Bond BP Jigsaw crew for their efforts during the Vos Sailor incident. Perhaps a separate thread would be appropriate allowing PPRUNE regulars an opportunity to say “Well done”.

Bluenose 50

[diginagain]

Regarding the large bloke sitting at the window/escape hatch;

BBC News - Size of offshore oil workers to be studied (http://www.bbc.co.uk/news/uk-scotland-north-east-orkney-shetland-21763429)

[Offshorebear]

one pax for every two seats, no problem

You ever tried sitting in the back of an L2 or 225 for two hours + more like one seat for two pax :(:(:(

[Grenville Fortescue]

You ever tried sitting in the back of an L2 or 225 for two hours + more like one seat for two pax

I've heard that they have reduced the seat pitch on these but that they now allow you to carry an inflatable neck pillow and a flask of Bovril. :E

[exlatccatsa]

Not strictly North sea But....

SULLOM Voe oil terminal is to receive its last shipment from the valuable Schiehallion oil field west of Shetland this week before it shuts down for a £3 billion upgrade.



Schiehallion?s last load? | Shetland News (http://www.shetnews.co.uk/news/6457-schiehallion-s-last-load)

[Grenville Fortescue]

Seems as if this weight issue is bigger than I first thought.

BBC News - Are North Sea oil workers getting too big? (http://www.bbc.co.uk/news/uk-scotland-21760112)

[helimutt]

Shame to see the Loch Rannoch taking its last Schiehallion cargo. Having worked on the Loch Rannoch in a different life many years ago, always sad to see change, but with it brings new opportunities. Hopefully.
I used to watch the guys land on the deck of Schiehallion (ships etc) and wish I was doing it. Now I wish I wasn't! ;)
Just joking. Wouldnt give this job up for the world.

As for passenger weights? we carry 12 pax offshore where I now work, and the pax can all weigh in, with bags, at under 2000lb!!! Try that in the North sea! :E

[Grenville Fortescue]

Apparently waistlines are not the only thing increasing too fast in the North Sea (http://www.bbc.co.uk/news/uk-scotland-scotland-business-21792466).

[Offshorebear]

Headline news - 'Fat, overpaid oil workers overstressing helicopter gearboxes'

There you go - it's all the bears in the back's fault, job done :eek::eek::eek:

[Savoia]

OSB: Who do you think is sponsoring these studies? ;)

The following should support (at least in a small way) mid-term stability for the industry:

Platts Details Changes to North Sea Price Assessments

Pricing company Platts said Friday that it will change the way it assesses the key North Sea oil market in an attempt to preserve the market's status as the venue for pricing the majority of the world's oil.

McGraw-Hill Cos. (MHP)-owned Platts said it will introduce quality premiums for Oseberg and Ekofisk crude oil from June. The two grades feed into the Brent-Forties-Oseberg-Ekofisk, or BFOE, forward contracts that help set the price of Dated Brent.

Dated Brent in turn underpins ICE Brent, a futures contract regarded as the global oil price.

Platts Details Changes to North Sea Oil Price Assessment | Fox Business (http://www.foxbusiness.com/news/2013/03/15/platts-details-changes-to-north-sea-oil-price-assessment/)

[Fareastdriver]

Headline news - 'Fat, overpaid oil workers overstressing helicopter gearboxes'

There you go - it's all the bears in the back's fault, job done

Could well be correct. In China the pax weigh an average of 150lbs with lifejacket. Not room for a lot af freight so it is topped up with fuel. On a single out and back over 160 n.m. it does not need refuelling so on the way back it only has 3200 odd lbs in the back and 2,000 lbs in the tanks so it is just coasting as far as stresses are concerned.

[SASless]

What was the average Crew Weight?

[cyclic]

I did say a while back on 225 ditching thread that the NS fleet is operated at MAUW more than anywhere else so it could be true;)

[Grey Area]

Just for interest, passenger seats are certified using a 77 Kg pax weight.
(CS29.562)
Makes you think about what protection afforded to a larger passenger?

GA

[Offshorebear]

How did we get away with using standard weights for all those years, was it not something like 89kg
when the bulk were at least 10kg over that for starters ?

[jimf671]

... passenger seats are certified using a 77 Kg pax weight

Phew! Just made it then!

In a former existence in vehicle design we had to comply with international standards based on 95% of the world population. This made some aspects of the vehicles valueless or even dangerous to the customer and his staff because the size of the world population was a lot smaller than the size of the people who could actually afford the vehicles.

[HeliComparator]

I suppose you could argue that an arbitrary value is chosen for the g forces encountered in a "standard crash" so the process is inexact on that basis, and so some variation in pax weight doesn't create a step change in the validity of the certification.

[mtoroshanga]

Have you read the accident report for the British International S61 accident that took place in the '80s?
All the survivors were in single seats,no one on a double seat survived!!

[Fareastdriver]

What was the average Crew Weight?

Western captain, approx 190lbs.
Chinese captain, approx 170lbs.
All co-pilots, 140lbs

[SASless]

Seems it just isn't the Bears that increase in bulk over time!:E

[ericferret]

and tales of starving co-pilots unable to afford food are probably true.

[Sevarg]

Is that with or with out wallet???;);););)

[Savoia]

Helicopter expert Helen Krasner has been drafted in to explain the North Sea 'weight' issue: Helicopters and overweight oil workers explained (http://www.decodedscience.com/overweight-oil-workers-put-strain-on-north-sea-helicopters/27084)

[Wizzard]

I see that Ms Krasner has a degree in "stating the bleeding obvious" as Basil Fawlty might say!

[terminus mos]

Don't they use actual weights on the North Sea just like they do in other places? If so then this is a totally facile argument.

[Offshorebear]

Don't they use actual weights on the North Sea just like they do in other places? If so then this is a totally facile argument.

They do now but that was not always the case, IIRC it only changed about 2005 or so ............

[Savoia]

Fatal accident inquiry to be held into North Sea helicopter crash that left 16 people dead after prosecutors ruled out criminal proceedings

A Super Puma plunged into the sea off the Aberdeenshire coast while returning from the BP Miller platform on April 1 2009.

The Crown Office announced that an inquiry into the circumstances of the crash will take place in Aberdeen in October.

"Having carefully considered all the circumstances of this incident, Crown Counsel have decided that there is insufficient evidence for a prosecution and as a result, no criminal proceedings are instructed," a statement said.

FAI into North Sea helicopter crash to be held - Scotland / News / The Courier (http://www.thecourier.co.uk/news/scotland/fai-into-north-sea-helicopter-crash-to-be-held-1.78804)

[HeliComparator]

That's probably for the best, I can't really see what prosecution would achieve for the "public good". Those involved will be carrying enough guilt anyway.

[SASless]

If the AAIB investigated the Crash, the Crown Office conducted an inquiry and determined no criminal prosecutions were possible.....what will the proposed Inquiry accomplish that the other two Investigations did not?

I would assume the Next of Kin have the ability to seek compensation by means of a Civil Proceeding that would incorporate the findings, evidence, and testimony of the AAIB and Crown Office Investigations along with any other sources.

[Savoia]

Major Oil Discovery in Danish North Sea

Frankfurt, 25th March 2013

Germany's Wintershall GmbH has made what it says could be a major oil discovery in the Danish North Sea, pending appraisal drilling.

Wintershall, the exploration arm of chemicals group BASF, said in a press release that it had found potentially 100 million barrels of recoverable oil in the Hibonite exploration well.

The well lies about 337km north of Den Helder in the Netherlands and 278km west of the Danish port Esbjerg.

More (http://uk.reuters.com/article/2013/03/25/wintershall-denmark-oil-idUKL5N0CH2AO20130325)

[Harry the Hun]

What was the average Crew Weight?

Western captain, approx 190lbs.
Chinese captain, approx 170lbs.
All co-pilots, 140lbs

So responsibility weighs somewhere between 20 and 50 pound. :-)

[Savoia]

North Sea Near Miss Investigation Opened

Edinburgh, Thursday 11th April 2013

AN INVESTIGATION has been launched into an incident in which an air ambulance and a North Sea helicopter were involved in a near miss off the Aberdeenshire coast.

The two helicopters were involved in the alert last December while they were flying at 1000 ft two and a half miles east of Aberdeen International Airport.

One of the helicopters was a a Bond EC135 helicopter being operated on behalf of the Scottish Ambulance Service and the other an AS332 Super Puma on an offshore crew change flight. There were no patients on board the air ambulance.

The incident is being investigated by officials from the UK Airprox Board after an air proximity report was filed by Bond on 2 April.

A spokesman for the Civil Aviation Authority (CAA) said: “The investigation is currently ongoing and it could be from three to six months until the report is published. It essentially is a near miss, but we don’t yet know what the separation distances were – that is, how close the two aircraft were to each other. That will come out once the investigation is complete and when the report has been published.”

A spokesman for the Scottish Ambulance Service said : “Bond Air Services has advised that the pilot of an EC135 helicopter operated for the Scottish Ambulance Service reported an ‘air proximity event’ to the Civil Aviation Authority.

“The incident occurred near Aberdeen Airport and no patients were on board the aircraft at the time. The report is currently being assessed by the CAA.”

Probe into North Sea helicopter near miss - Transport - Scotsman.com (http://www.scotsman.com/news/transport/probe-into-north-sea-helicopter-near-miss-1-2889483)

[GoodGrief]

Both aircraft in radar contact?
If so, it should be fairly easy, radar tracking is accurate to 60 meters.
Don't ask me how I know...

[Savoia]

Record investment planned for North Sea

London, 12th April 2013

Record levels of investment will flow into the North Sea this year as 14 new oilfields come into production, triggering a historic rise in oil and gas output after more than a decade of decline.

According to Oil & Gas UK, the offshore industry group, some 470m barrels of oil and gas will come on stream in 2013 – a fivefold increase on the average over the past three years. The group’s chief executive, Malcolm Webb, told the Financial Times that capital investment in new fields will rise from £11.4bn in 2012 to £13bn this year – the highest ever.

More: Financial Times (http://www.ft.com/cms/s/0/be4f240a-a2bf-11e2-bd45-00144feabdc0.html#axzz2QKzksSem)


Aberdeen Traffic Down

Glasgow, 13th April 2013

Aberdeen Airport continued to feel the effects of a drop in helicopter traffic, sparked by the continued grounding of the Super Puma EC225 model because of technical faults.

New figures show that 267,341 passengers used the airport in March, down 3% year on year, which was put solely down to decreased helicopter activity.

Helicopter passenger numbers dropped by 18%, with the decline offset by a growth in domestic services to destinations like Sumburgh on Shetland.

More: HeraldScotland (http://www.heraldscotland.com/business/markets-economy/celtics-european-success-boosts-glasgow-airport.20782060)

[diginagain]

... domestic services to destinations like Sumburgh ... Which would be the Loganair/Eastern charter flights carrying us rig-bound crew to catch an L2 to work.

[Heathrow Harry]

all those announcements don't say how many of the new developments are sub-sea or not-normally manned platforms..............

[Fareastdriver]

Espied today coming out of Aberdeen docks backwards on a low-loader. A CHC 332L in the old colours with the registration and hummingbird taped over.

Ex Oz maybe?

[Variable Load]

Probably an aircraft that had blades damaged by high winds whilst being based offshore and shut down overnight.

[detgnome]

Probably an aircraft that had blades damaged by high winds whilst being based offshore and shut down overnight.

What he said....

[Savoia]

Investigators probing two separate ditchings of Super Puma helicopters in the North Sea have called for tighter regulations around the technology used by rescuers to locate survivors in the event of an aircraft crash

9th May 2013

In May, all 14 passengers and crew members on a Super Puma were rescued after the craft came down off the coast of Aberdeen. It was on a scheduled flight from Aberdeen Airport to a platform in the North Sea.

The model was thrust into the spotlight again in October when a CHC-owned helicopter was forced to ditch while carrying an oil crew from Aberdeen to a rig 86 miles north-west of Shetland. The 17 passengers and two crew were rescued and escaped injury.

An earlier AAIB bulletin blamed a problem in the aircraft's gearbox for the crash.

Today, the AAIB report warns water flooding the cabin may have caused the CPI to cut-out in the May ditching, and that improvements were needed to ensure search parties could locate a helicopter and its passengers if ditchings occur in future.

CPI is a "primary location aid" which transmits a beacon signal that can be detected by satellites, pinpointing a stricken aircraft's location.

In the first crash, the AAIB reports that CPI – supposed to be water-activated – was not triggered, possibly due to electrical failures.

The report said: "Photographs show the water level in the cabin was above the level of the water activated switch. While further work is required to support any final conclusions, issues relating to the continuity of the helicopter wiring when submerged, the design of the water activated switch and the location of the water activated switch relative to the water level following the ditching are being investigated as possible causes for the non-deployment of the CPI."

More: Call for review of Super Puma safety feature | Herald Scotland (http://www.heraldscotland.com/news/transport/call-for-review-of-super-puma-safety-feature.21027347)

[Savoia]

Corrosion probably caused North Sea helicopter ditchings

Eurocopter identifies factors that caused emergency landings

By David Ewen chief reporter
Published: 10/05/2013

The “probable” cause of two helicopter ditchings has been revealed.

Manufacturer Eurocopter has identified corrosion as one of the factors that forced two Super Puma EC225s to land in the North Sea.

In May last year, 14 passengers and crew members on a Super Puma helicopter were rescued after it ditched about 30 miles off the coast of Aberdeen.

And in October, 17 passengers and two crew escaped injury after a gearbox problem caused a helicopter to ditch near Shetland while carrying an oil crew from Aberdeen to a rig.

Evening Express - Article - ?Corrosion probably caused North Sea helicopter ditchings? (http://www.eveningexpress.co.uk/Article.aspx/3233836)

[Savoia]

Petroleum Safety Authority Audits Ekofisk Helideck

http://www.offshoreenergytoday.com/wp-content/uploads/2013/05/PSA-Inspects-Ekofisk-Facilities-Norway.jpg

The Petroleum Safety Authority Norway (PSA), with assistance from the Civil Aviation Authority, carried out an audit of Ekofisk 2/4-L facility on 4 – 5 April 2013.

The objective of the audit was to verify that Ekofisk 2/4-L , located in the Norwegian sector of the North Sea, was built in accordance with regulatory requirements within the preparedness discipline, including helicopter operations/helicopter deck. One nonconformity was identified in relation to the helicopter approach and departure sector.

Furthermore, improvement items were identified in connection with signposting and labelling of escape routes; life jackets; rescuing personnel from locked cabins and MOB boat handling.

PSA Displeased with Ekofisk Helipad| Offshore Energy Today (http://www.offshoreenergytoday.com/psa-displeased-with-ekofisk-helipad/)

Courtesy of HeliHub (http://helihub.com/2013/05/14/north-sea-safety-issues-with-ekofisk-helipad/)

[ambidextrous]

:ok:http://farm8.staticflickr.com/7281/8737663607_9484d1a8a1_c.jpg

[ambidextrous]

Finger trouble, sorry about that! Whatever happened to the 2nd.flare or are my mk.1 eyeballs becoming rheumy?
ambi:ok:

[BASys]

Hi Folks

That offshore energy today article is misleading -
- The photo does not show Ekofisk 2/4-L.
- Nor is Ekofisk 2/4-L "located in the Norwegian sector of the North Sea".

Ekofisk 2/4-L is located in Singapore.
She's a brand new platform,
still under construction in the builders yard.

PTIL report (google translation). (http://translate.google.co.uk/translate?hl=en&sl=no&tl=en&u=http%3A%2F%2Fwww.ptil.no%2Fgetfile.php%2FTilsyn%2520p%25C3 %25A5%2520nettet%2Ftilsynrapporter%2520pdf%2F2013_341%2520RA PPORT.pdf)



ambi -
Ekofisk Sør Flare, plus some of the platforms, were removed a few years ago.

EDIT -
Looks like both flares have now been removed.

Pics of Ekofisk's recent layout (http://www.conocophillips.no/EN/Norwegian%20shelf/Ekofisk/EkoEko/Pages/index.aspx).



ATB
Paul

[EESDL]

Any other Ppruners going?
Don't have much say over where I will be staying but open to suggestions for evening entertainment/locations............

[Adroight]

You can't beat The Thistle Hotel at the airport for accommodation and entertainment.:E

Try to get a room overlooking the courtyard and if you are lucky enough to be there on a Saturday night the entertainment will be in the form of drunken, kilt wearing Scots flighting after the wedding reception.

[Savoia]

.. and if you are lucky enough to be there on a Saturday night the entertainment will be in the form of drunken, kilt wearing Scots fighting after the wedding reception.

Those charming Scots!

About the conference:


Venue: Aberdeen Exhibition and Conference Centre
Bridge of Don
Aberdeen
AB23 8BL

Date: 04 Jun 2013
Start Time: 09:00
End Time: 17:00

Offshore helicopter incidents focus the minds of everyone involved in the oil and gas industry; particularly the workers who travel every day by helicopter to and from oil and gas installations. Even 'day to day' in-flight occurrences requiring flight crews to return to base en route offshore can be just as concerning to the passengers involved.

Confirmed Speakers:
Nigel Talbot and Francesco Bellardi, AgustaWestland
Chester Armstrong and Brian Pattinson, UK CAA
Jake Molloy, RMT
Dan Hunter, Sikorsky
Mark Stevens, Shell Aircraft International

The theme of this year's seminar is:

As the oil and gas industry continues to work hard to improve offshore safety, what is being done by the aviation industry to provide safe, efficient and reliable helicopters to support offshore operations?

Selected Event - Oil & Gas UK (http://www.oilandgasuk.co.uk/events/event.cfm?frmEventID=534)

[Variable Load]

So we have the manufacturers, the regulators, the customers and even Jake Molloy i.e the spin doctors!

Where are the operators? The ones that actually do deliver a safe operation!

Am I the only one that finds the "theme" somewhat insulting?

[HeliTester]

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.

[JulieAndrews]

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

[HeliStudent]

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.

Safety standards in North Sea improving - News / Business / The Courier (http://www.thecourier.co.uk/business/news/safety-standards-in-north-sea-improving-1.102392)

[Anthony Supplebottom]

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.

Your Project News - CHC Helicopter Secures £29million contract in North Sea (http://www.yourprojectnews.com/chc+helicopter+secures+%C2%A329million+contract+in+north+sea _91511.html)

[SASless]

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!

[JimL]

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

[SASless]

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.


Thus Jim....as I read your carefully worded response....there is no absolute prohibition.

[Bravo73]

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.

Hmmm, interesting. Is that all SNS Centrica flights or all SNS CHC flights from Denes?

[Variable Load]

Just Centrica flights :rolleyes:

[Adroight]

Thus Jim....as I read your carefully worded response....there is no absolute prohibition.

Not unless you want to get the sack from your offshore job.

(Well most offshore jobs outside of GOM).

[EESDL]

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 .......

[Keke Napep]

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 :suspect::eek:. 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.

[Anthony Supplebottom]

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

http://corporatejetinvestor.com/custom/Eurocopter%20EC225%20Asian%20oil%20gas.jpg

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.

Eurocopter Delivers 3 Helicopters to O&G Companies in Asia| Offshore Energy Today (http://www.offshoreenergytoday.com/eurocopter-delivers-3-helicopters-to-og-companies-in-asia/)

*Its been said that the 225 doesn't suffer the same problems found in the North Sea when operating in warmer temperatures. ;)

[SASless]

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.

[HeliStudent]

Out of interest - what is the average number of total crew on board a typical North Sea oil rig?

[Fareastdriver]

HeliStudent

2 crew and 19 passengers, The figure is 19 because if you have 20 you will require a cabin attendant.

[HeliStudent]

Thanks again FED. Does anyone know roughly how many people work on an oil rig eg. how many shuttles do you need to do in order to change an entire crew?

[Fareastdriver]

how many people work on an oil rig eg

Depends how big the rig is. A drilling rig would have between 40 and 60. Platforms are larger and are nailed to the sea bed. They vary between 80 and 160 though in busy times with a heavy maintenance program they can go to 200 plus.
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.

[diginagain]

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.

[HeliStudent]

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?

[HeliStudent]

diginagain - would you be able to post a photo of a helicopter landing on your rig sometime?

How is the internet supplied out there please?

[diginagain]

Helistudent - here's a 19-seat helicopter on a standard helideck.
http://imageshack.us/a/img850/7718/3x7h.jpg

Our Internet link is via satellite, and bandwidth is restricted accordingly, as commercial data has priority.


There are snags to your suggestion to combine flights in a larger aircraft, including accountability, liferaft capacity, and the fact that after three weeks away we really don't like getting shuttled-about to pick-up odds-and-sods from other units.

[HeliStudent]

Wow! Thanks so much. :ok::ok:

Last "stupid" question please, can you feel the movement of the sea when you are on the rig - is is possible to get sea sick on a rig or platform?

[diginagain]

There's no such thing as a 'stupid' question. :ok:

It all depends on the installation. On a semi-submersible - ie floating - unit, you can feel the motion, but a lot depends on how 'tender' the unit is, and some people are seasick when it gets lumpy.

Fixed platforms and jack-up drilling units are attached to the sea-bed, although there is often a little movement even then during rough weather.

[Keke Napep]

Anthony Flexiblenyash

Surely Bristow can always recruit more quality/safety managers if they need?

Surely you're right, they should be able to, but something is surely wrong in a company which always talks about 'Target Zero' and has that included somewhere in all communications, but has no Quality and Safety manager for the North Sea, has had no Q&S manager in Nigeria for more than 1 year? They also now have no global manager of quality and safety or engineering standards and the training and standards manager is now also filling in as the global director quality, safety and standards. Something, somewhere has surely gone wrong, especially where one of the positions has now been vacant for more than 1 year :confused:. It seems quality and safety now takes second place to the commercial department and people are leaving because of it, which I think is disturbing.

[SASless]

Have the Safety Standards changed? Are they having an increased rate of incidents/accidents?

Are the Operations grinding to a halt due to the vacancies?

Or....did the Operations function safely and efficiently despite the presence of the now departed?

[Mosquito8]

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,


...Burman was appointed CEO of Omni this past May. Link to news (http://www.stirlingsquare.com/News/58/Omni-Helicopters-International-S.A.-announces-the-appointment-of-Richard-Burman-as-Group-CEO)

[HeliComparator]

Helistudent, regarding your suggestion about larger helicopters, one factor to consider is the size and strength of helidecks currently installed on offshore installations. The current batch of 19 passenger seaters are pretty much at the limit.

Also a large number of onerous regulations come into force if you have more than 19 passengers, making it all quite difficult!

[Keke Napep]

SASless, are you trolling or a hypocrite?

You have been posting extensively on the thread about the fatal crash at Ornge about people ignoring warning signs, commercial pressures overriding safety concerns, lack of proper oversight and then you ask:

Have the Safety Standards changed? Are they having an increased rate of incidents/accidents?

Are the Operations grinding to a halt due to the vacancies?

Or....did the Operations function safely and efficiently despite the presence of the now departed?


I guess that the safety standards in Ornge didn't seem to have changed, operations didn't halt and operations appeared to be functioning safely until suddenly they didn't. Lack of proper safety oversight never has any apparent effect on operations until something goes wrong and suddenly all sorts of people start asking 'where was the oversight of the continuing safe function of this company?'.

[SASless]

It seems quality and safety now takes second place to the commercial department and people are leaving because of it, which I think is disturbing.

You made the allegations.....I just asked for corroboration of your concerns.

Care to share with us what factual information you have that warrant your public voicing of concern?

At the Ornge thread....I have made my concerns known in detail

Go back to the thread about the Fraud Investigation at Ornge while you have time.....I raised concerns about the Management way back then....long before the Fatal Crash.

Your turn!

[SASless]

GOM News actually.....but it does have interest to the folks working on the North Sea.

PHI and Sikorsky have received FAA Approval for fully automated Rig Approaches in the S-92. The Process is on-going to reduce Minimums to a 200/ 1/4 Mile Weather.

This has been a very long time in coming.


FAA Certifies Sikorsky?s Auto Rig Approach for S-92 | Aviation International News (http://www.ainonline.com/aviation-news/aviation-international-news/2013-07-02/faa-certifies-sikorskys-auto-rig-approach-s-92)

[obnoxio f*ckwit]

On the assumption that the system doesn't actually land the aircraft on the rig, at what point would the pilot resume manual control in the approach?

[SASless]

I would imagine at DH/DA.

One question that came to mind....if using 200' Ceiliing and 1/4 SM visibility for Weather Minimums.....do you apply that to deck height or highest part of the structure the Deck is located upon?

For Night Operations....what kind of lighting would be required?

[terminus mos]

I think that the system terminates at 1/4 mile and 50" above deck height slightly offset, so if you continue straight ahead, the aircraft is oriented as if it will perform a go around. If the Pilot does not de couple and land, the aircraft performs an automatic go around and a climb to 1500'.

[heli1]

The parameters and offset were set by the FAA.In tests and demos the system showed it was capable of placing the aircraft much closer to the rig but this was deemed too risky.

[HeliComparator]

1/4 sm does seem very close. Maybe the FAA considered only the relatively small offshore installations in GoM, but in N Sea some are huge, so which co-ordinates do you enter? Helideck? In which case there can be lots of structure between you and the helideck. Also what about FPSOs etc that swing around on an anchor, so you don't quite know where the helideck is until after you have landed on it. I can't see UK CAA approving 1/4 sm MAP.

Its not about the precision of the guidance system, its about knowing the obstacle environment.

[SASless]

HC....the minima was weather.....not the Decision Point as I read it.

Right now they use a one half mile offset.

I also wonder if they accept visual contact with the structure or is it visual contact with the Deck?

Even the CAA is going to have to accept something in this regard.

The Technology is here.....figuring out how to utilize it safely is going to be the hard part for some Authorities.

As to the difference in Platforms in the UK and US waters.....you might be surprised at how much similarity there is between the two places.

The GOM over all has far more smaller platforms for sure....but then it is a much larger area than the North Sea oil patch.

Ever seen a GOM Block Map?



Not a block map but does show extent of the GOM Oil Patch.


http://www.heatingoil.com/wp-content/uploads/2009/11/p1-af641a_deepo_20060904194931.jpg

The fields stretch about 900 SM's in length.....from Texas to Alabama.

[HeliComparator]

SAS, whether your's is bigger than mine wasn't really the issue! It was about the size and shape of the individual structures - although I have no first hand knowledge of GoM structures, they do seem to be smaller individually than NNSea. Take the Ekofisk for example, you would have to be really careful getting within 1/4 sm of one of their helidecks in IMC!
As to the point about weather minima vs MAP, what is the difference?

I'm sure the CAA will accept something like this - they are doing their own research into automated rig approaches - just not with 1/4SM minima.

[SASless]

If you are using one quarter mile vis and a one half mile MAP.....about a quarter of a mile.


Which is it HC.....you seemed to think size mattered to begin with....and then note the Ekofisk (which i am well familiar with)....so you do seem size fixated....does that come from other insecurities?:oh:

Maybe the FAA considered only the relatively small offshore installations in GoM, but in N Sea some are huge,

[HeliStudent]

Have found a couple of videos, among the first on the list - showing a North Sea and then GOM Rig -

Helicopter landing on offshore oil platform - YouTube

A Bell Helicopter Landing Offshore on an Oil Platform U.S. Gulf of Mexico - YouTube

They seem a bit similar! :E

On the second video, I thought the pilot was first supposed to fly over the landing area to check that the are no obvious (or maybe not so obvious) obstructions or is this not necessary?

[HeliComparator]

Yes, the GoM does look a big one (ooer missus) and rather makes my point that if you were going for the further helideck, you would have collided with the nearest part of the structure before 1/4sm!

[JimL]

SASLess,

HC's concern is about the reference point from which the MAP is located. The only way this can work with such low mimima is if the approach is absolutely defined in terms of direction and offset; thus, each MAP will be defined with respect to the nearest part of the installation (to the MAP) and will apply only to specific approach (it could be bi-directional of course).

Because the go-around will have to be directly ahead, if the obstacle avoidance distance is the same as the distance of the MAP, at the MAP the helicopter will be adjacent to the rig and it will appear in the side window!

The way to avoid this is to reduce the miss-distance from the installation in the go-around; less than 1/4 SM is quite close when all errors are taken into consideration.

I thought that the main reason for automating the approach was to minimise the work on the visual segment; reducing the distance of the MAP doesn't do this, it increases the workload and puts it into a shorter distance (and time).

My experience is that we lose only a tiny percentage of flights from weather related causes. It would be interesting to see the safety case (potential gains v increased risk of collision) from reducing the MAP.

Jim

[SASless]

Student.....as in Real Estate....when doing an Appraisal one should select "com parables" and not just settle for the first thing that pops up.

There are zillions of Toad Stools in the GOM, gobs of small platforms, Rigs of all sizes and kinds, along with platforms that are very similar to those in the North Sea.

JimL,

Is the FAA perspective in this the same as the CAA? I gathered the FAA is looking at keeping the offset but dropping it to a quarter mile and using a 200 foot Ceiling. Have we not used a Quarter Mile offset in the past for Rig Radar Approaches?

If my alcohol ravaged brain does not let me down....did not the original Radar Approaches have us flying directly towards the Rig then making an immediate turn at the MAP of a quarter mile? How many times we get a real fright to see the Derrick Dog House whiz by the chin bubbles?

The article I linked is fairly vague and was not a detailed review by any means thus drawing too much from the article would be a stretch.

HC and you both make good valid points which I do not disagree with at all.

It is interesting to contemplate an automated landing system that places the Helicopter at a "Decision Point" that would place the helicopter in such a position that the Pilot could use "Trim Buttons" to continue the Visual Approach while using the Automated Control System.....kind of like the Bristow SAR guys up at that small island north of Skye have done in the past when going up the Seaplane Ramp. (Or something similar as I have heard from Reliable Sources).

The Technology is here. The Computer power is here. The Radar inputs, GPS inputs, Doppler Inputs, and even Look Ahead FLIR, could all be accessed to provide for obstacle clearance and course guidance for the Automated Flight Control System.

Getting the Authorities to embrace that Techology is the major hurdle as I see it.

If the current system can bring you to a stabilized hover over a given point, at a given height, why all this concern about running into something?

The system might not work for all locations for various reasons....but for Platforms that are firmly mounted to the Bottom....I can it being very easy to develop safe approach corridors. As in the article....plug in the data to the FMS, then let trusty old George fly the approach....even if you do not arrive at a hover.....you can at least arrive at a very slow ground speed which would make the transition much easier.

We may not miss many landings due to weather....but we do seem to park aircraft in the Oggin at night while doing these landings. Night time is when the automated approach would prove most useful. The Computer has a digital brain that is far more reliable than a human with Mark One Eyeballs trying to interpret what they are seeing outside and comparing it to what they see inside.

[HeliComparator]

Jim - I would say we do lose quite a percentage of flights due to not seeing the rig, compared to virtually none from having to go-around from an ILS. Although they both have a nominal minimum height of 200' in the case of the ILS, one only has to see the lights looking mostly downwards through 200' of cloud. Lets say the slant range is 300'. So even with cloud on the surface, provided its not too thick you will still get in. For offshore, at 200' you have to look through 3/4 mile of cloud - more than 10 times as much - so if you are in the bottom of the slighest bit of cloud, you won't see the installation.

SAS - limits on N Sea have been, for nearly as long as I have been flying on it, offset at 1.5 miles then continue to 0.75 miles range from the nearest bit of structure (front of radar blip). I think it used to be 0.5 miles in the late 70s but was never 0.25 AFAIK.

Although the technology certainly exists (and is installed in the EC225 amongst others) to effectively auto-hover-taxi from MAP to destination, in practice one can get very disorientated and of course the failure of the system has to be taken into account so that the pilot can recover safely. In the case of auto-hover over the ocean for SAR, you can just go ahead and up which is not too bad, but if there is a large chunk of metal just ahead it all gets rather more tricky.

[SASless]

And potentially quite noisy for a few moments!

[212man]

An interesting topic which my jet lagged brain (just arrived from BWN-KUL-LHR flight) won't allow sensible input to, other than it highlights the misconception that the MAPt has anything to do with the ability to land. A true MAPt has relevance only to the protected missed approach and the point from which a safe landing can be made may have been well passed. I see this a lot when discussing the CDFA NPA concept with RW pilots.

Time for a snooze.....

[terminus mos]

JimL wrote

The only way this can work with such low mimima is if the approach is absolutely defined in terms of direction and offset; thus, each MAP will be defined with respect to the nearest part of the installation (to the MAP) and will apply only to specific approach

Jim, the approach can be carried out from any direction to the rig or platform and is usually oriented into wind with the MAPt worked out from the applicable direction of the approach.

[SASless]

Doeppner explained that “it will take the pilot approximately 20 seconds to build the approach.” He has to enter four variables: the destination waypoint (the rig coordinates), the inbound course (into the wind), the minimum descent height (50 feet above the landing platform) and the offset direction (left or right) and distance. “Those steps can be accomplished at any time but usually 20 to 50 miles from the rig,” Doeppner said. Once the approach is built, the pilot presses a single button and the aircraft automatically flies the approach.

That how you see it JimL?

[bigglesbutler]

I think the only point really being made is dependant on size, what point of a possibly HUGE platform is your MAPt based on. If it is the centre of the structure then you will have the same distance from all four points of the compass, if the heli deck then that will be a different distance from the structure depending which way the pad sticks out. A smaller platform like some in GOM and southern north sea will be less of a problem but the larger one's will need to be considered carefully. Like HC has said the Ekofisk is HUUUGE and where is your datumn point on that monstrosity?

Si

[SASless]

Which Deck you talking about using on the Ekofisk? Each approach to the various decks would have different obstacles to be concerned about depending upon the wind direction and azimuth of approach and offset required to avoid the Structures.


http://www.conocophillips.no/SiteCollectionImages/Platforms/Ekofisk/Complex/Eko_Complex_2011.jpg


http://www.kyst-norge.no/bilder/Havlandet/Ekofisk__800.jpg

[212man]

My understanding is that the very low offset values will only be used to properly surveyed fixed platforms, and the actual offset distances will vary with the approach direction (for the reasons highlighted above) and will be published on the OSAP/ARA chart. There is no suggestion that the pilots will leave it to random guess work, and mobile installations will need higher offsets.

Regarding the point about landing and decoupling, the Flight Director ends up in velocity and Radalt hold in the final stages of the approach, with a 30kts ground speed. The intent is to not decouple immediately, but to use the cyclic beep switch to adjust the velocity vector's direction and speed towards the deck. Decoupling can take place at a very late stage. It's effectively an adaptation of the SAR AFCS. I've tried it in the simulator and it's very impressive.

I think one of the greatest benefits will be for night approaches and DVE conditions - other than simple cloud break - as that is where most of the offshore accidents have occurred in the last 20+ years.

There's just that small question of cost now:mad:

[Heli-News]

ABERDEEN, Scotland. Published: July 23, 2013 — Chevron oil has said today that it would spend $770 million, on its planned Rosebank and Alder oil and gas development projects in British waters.

Rosebank, an oil and natural gas field, is on what is becoming one of Europe’s key fossil-fuels frontier areas, the margins of the Atlantic Ocean west of the Shetland Islands off Scotland. Alder, holding gas, is in the central North Sea, which is also attracting major new investments. Northeast Scotland has evolved into the hub of Britain’s and in some respects Europe’s oil industry, with hundreds of suppliers of high-tech services and undersea gear.

Rosebank has required years of work because of the field’s tricky geology. The oil is contained in layers of sandstone sandwiched between volcanic basalt rock, which is difficult to penetrate with seismic imaging technology that the industry uses. Mr. Klein said that to obtain better images of the oil and gas, Chevron put 750 sensors on the sea bottom in 2010 and 2011 and then spent two years analyzing the resulting data. “There is less uncertainty than three years ago,” he said.

Chevron executives in Aberdeen said that recent changes in the British tax system, giving allowances of up to 3 billion pounds for deepwater projects in the area, had made the project viable in Chevron’s portfolio, assuming that oil fields earn $25 per barrel or more. Rosebank, which is in 1,100 meters, or 3,600 feet, of water and is being designed to survive waves of 30 meters, is believed to be the only project that would qualify for those allowances so far.

http://www.nytimes.com/2013/07/24/business/energy-environment/chevron-to-spend-770-million-on-remote-projects.html?ref=global-home&_r=0

[Ant T]

HC - I think it used to be 0.5 miles in the late 70s but was never 0.25 AFAIK.


Seem to remember that when I started in Aberdeen in 1986 it was 0.45nm (don't know why it was not 0.5, but pretty sure it was 0.45), and that was with the old monochrome radars that had a much poorer definition than the newer ones.

[industry insider]

Ant T

Yes, I agree, it was 0.45nm. When we had one of those green coloured RCA Primus 45 Radars, we wondered how technology could improve any more. Then came the Primus 500 colour radar with the grid lines, we couldn't believe our luck!

Hand flown approaches in the S-61 down to 150' rad alt and 0.45nm on minimum diversion fuel, them were the days!

[HeliComparator]

Well I can't remember to be honest, but 0.45 miles seems a ridiculous number bearing mind the difficulty of determining one's range that accurately.

[HughMartin]

It was definitely 0.5nm and 150' until a BCal helicopter got it wrong and got very close to hardware on a go-around.

Having said that, I remember during my initial training with a NS company (which will remain nameless) many many years ago sitting on a S61 jump seat with two captains doing a VIP trip to a rig and observing a 50' ARA to a decision point of "when we see the rig" followed by a vertical climb up the side of the rig onto the helideck.

Changed days now, thank goodness, but looking forward to getting the automatics (and approvals) which perform an ARA equivilent and bring us to a hover alongside the helideck. They would have avoided my go-around today from a rig followed by a three hour stop at Sumbugh waiting for the weather to clear offshore to eventually get back to Aberdeen at both FTL duty hour limits and close to ILS weather limits followed by minimum rest before another 0600hrs start. Oh happy days! Am I getting too old for this? NO!

[TipCap]

Does anyone remember the Madge approach on to the Beryl A with no DP in the S61N? You just followed the vertical and horizontal needle of a look alike ILS as it took you past the rig offset to one side :}

[industry insider]

Tip Cap

Microwave Aircraft Digital Guidance Equipment (MADGE) what a horror that was. But, the DME was good!

[Fareastdriver]

The MADGE; a wonderful approach aid that would enable Hercules and suchlike to land on primitive strips in all weathers; the same for helicopters.

I was, in a small way, involved in the development of the kit in 1971. We had recently formed the first Puma squadron and the word in the rest of the helicopter world was that the Puma needed two days notice in writing to stop and come to the hover. This filtered through to RAE Bedford, who were trialling the MADGE. The O/C, whom I knew, asked us to go the Thurleigh and have a shot with the MADGE in order to assess whether a Puma could stop satisfactorily coming out of clag at 200 ft..

Two of us then flew up in a Puma to have a look at the problem. We got the brief on the kit; obviously we couldn’t use the Puma as it didn’t have the fit so we were going to fly the trials Wessex. There was a sense of urgency because at 13.00hrs the civil fire section was going on strike and the airfield would be closed; marooning us in Thurleigh.

My companion, ex 72 Sqn, went first whilst I chewed the rag with my old mate. He came back, we changed over, the LHS chap indicated that I had control and off we went. My enforced experience in the V Force ensured that flying a pseudo ILS was easy and there was no problem, as far as I could assess with a Puma at the DH it would stop quite happily.

I flew it back to the apron at Thurleigh and we landed at 12.55. The Puma was already burning and turning so I bid farewell to the safety pilot, jumped in the Puma and away we went back to Odiham.

It was a successful operation apart from two minor points:

1: The O/C trials unit had assumed that I was qualified on the Wessex, which I wasn’t. Having spent two tours in the Far East I had stacks of time on Whirlwinds but zero on the Wessex.

2: I had assumed the chap in the LHS was a pilot, which he wasn’t. He was a navigator or some other cave dweller with no idea about the Wessex and I had left him in the middle of one turning and burning in the middle of an airfield with no fire cover at lunchtime.

I had no trouble flying it; it was just two Siamesed Whirwinds. I think that the torquemeter’s needle, the Puma not having one in those days, may have ventured into unexplored territory.

My mate was dragged out of the dining room and rushed to his Wessex to shut it down as the occupant was having kittens over the radio. He telephoned to complain but after a very short time he realised what had really happened so he seemed to dry up somewhat.

I never did see or hear of MADGE in RAF service.

[Heli-News]

FOGBOUND workers are stuck on oil platforms as the North Sea haar has led to dozens of helicopters being grounded.

While Scotland basked in a heatwave some oil bears have missed family breaks due to being stranded.

Last week’s sizzling temperatures weren’t good news for companies and contractors as dozens of crew changes were postponed as the notorious haar shrouded oil installations.

Hundreds of workers were either stranded offshore on the beach as the world’s busiest heliport at Aberdeen Airport was forced to cancel dozens of flights.

And just as helicopters companies were trying to get back to normal thunderstorms and lightning strikes led to more flights being grounded.

One fed-up oil bear contacted Aberdeen Now to complain that some workers have missed out on family holidays abroad because of the backlog.

He said: “While everyone back home has been basking in the sunshine, oil workers have been stuck on the rigs because of fog hanging and not shifting in the North Sea.

“My mate was stuck offshore for an extra week and missed his family holiday abroad as have others.

“Some of the guys who have been working in the North Sea for years say they’ve seen nothing like it in 30 years.

Oil workers stranded after North Sea haar closes in - Daily Record (http://www.dailyrecord.co.uk/news/scottish-news/oil-workers-stranded-after-north-2087191)

[SASless]

Such a horrible place to be stranded....getting paid Time and a half probably.....good accommodation....good food....such a hard life making like Crusoe on the North Sea.:rolleyes:

[Fareastdriver]

Plus the fact that when you get back the wife and kids are in Majorca so you can have free range with the bevies in Union Street.

[bondu]

When you consider that Jake Molloy has spent the last twenty-plus years criticising oil companies' safety regimes, just how can he justify comments like this??

Jake, Aberdeen-based regional organiser of the Rail, Maritime and Transport Workers Union, added: “The one thing that gets me in this techologically advanced age is that they put a man on the moon in 1969 but you can’t land a helicopter in a bit of fog,

“What is it that prevents them from putting some kind of homing device on a deck to allow a chopper to land right on that spot? I don’t know but it’s been a bugbear for decades.

Perhaps it is time for Molloy to actually experience an ARA to minima on a foggy day, just so he can see what it is really like! What a moron!! :ugh::ugh:

bondu

[SASless]

Perhaps now that Sikorsky and the FAA have done the Certification work on Automated GPS Approaches to a hover....there is some hope things might improve over the current system.

Getting the CAA to embrace the new technology will be the biggest obstacle I bet.

[Fareastdriver]

As he is so concerned about his members welfare maybe he could arrange for the RMTWU to fund a system that would allow helicopters to land offshore in fog.

[HeliStudent]

Earlier in the thread I was asking about workers offshore and PPRuNe member diginagain said he was communicating from a rig in the North Sea using a satellite link. I don't know the total number of workers offshore but in the longterm wouldn't it be useful if they could have wifi access so that they could use their laptops/iPads for personal communications, maybe Skyping their family etc? Perhaps it would be possible to float a string of buoys with repeaters to cover some of the areas instead of using satellite connections?

Re: deck landings in fog, how different is the technology used for automated approaches from that being used in unmanned helicopters. I read that the Kaman K-Max was able to make fully automatic flights returning and landing at its operating base.

[SASless]

We did use Chinooks to clear low lying ground fog from LZ's.....and the odd runway on occasions one really....really needed to get down.:E

[bigglesbutler]

Perhaps it is time for Molloy to actually experience an ARA to minima on a foggy day, just so he can see what it is really like! What a moron!!

bondu

OOHHH make him sit in the jump seat for a long leg from Aberdeen to the basin and back THAT will make him think about what we do. My wife read the article previously posted and having been offshore herself and worked in logistics for 15 years her reaction was "yes AND?, we know summer brings the HAAR what do they expect". Made me laugh.

Si

[industry insider]

OOHHH make him sit in the jump seat for a long leg from Aberdeen to the basin and back THAT will make him think about what we do.

The NS pilots do a good job, sure, but you know, it's not THAT hard really is it? The minima are quite conservative, the aircraft are far more sophisticated than they were and there are two pilots on every flight.

I am not saying we should go back to the old days but some perspective is also required.

[Fareastdriver]

That's right. We're just bus drivers and should be paid the same.

[Phone Wind]

Nobody seems to have mentioned the official signing of a contract between Bristow Group and Agusta Westland for 11 AW 189 helicopters for delivery between 2015 and 2017



Bristow Group Sign Contract for 11 AW189 Helicopters for UK Search & Rescue.
23/07/2013


At a ceremony held in London on 18th July, AgustaWestland, a Finmeccanica company, and Bristow Group signed a contract for 11 AW189 Search & Rescue (SAR) helicopters that will be used to deliver SAR services in and around the UK. The contract was signed by Mike Imlach, Director of European Operations, Bristow Group and Geoff Hoon, Managing Director International Business, AgustaWestland, in the presence of Patrick McLoughlin MP, Secretary of State for Transport. In addition to the aircraft, AgustaWestland will provide related training, maintenance and support services. The 11 AW189s will be built at AgustaWestland’s Yeovil facility and operated by Bristow in the UK, with a phased introduction to service between 2015 and 2017. The overall programme value to AgustaWestland, which was announced in March 2013, is in excess of €275 million. Bristow Helicopters Ltd. was awarded a contract by the UK Department for Transport in March 2013 to provide SAR services to the UK for 10 years and selected the AW189 SAR variant as one of the central platforms for the UK SAR programme.

Patrick McLoughlin MP, Secretary of State for Transport, said “This deal will not only ensure that the UK is served by a new generation of state-of-the-art search and rescue helicopters but will also provide a welcome boost to Britain’s world-class aerospace industry. This is good news for those who rely on our search and rescue helicopters and good news for British manufacturing.” Daniele Romiti, Chief Executive Officer, AgustaWestland commented “We are delighted to sign this contract today with Bristow who has a long and proud history of providing life saving SAR services. The selection of the AW189 for this prestigious SAR contract, after extensive evaluations of competing types, confirms that the aircraft is ideally suited to conduct this demanding role and we are confident that this success will lead to further success for the AW189 in the SAR role around the world.” Mike Imlach, Director of European Operations, Bristow Group, added Bristow Helicopters Limited is excited to be working in partnership with AgustaWestland on the development and supply of the new technology AW189 to the UK Government. The aircraft has great potential and will be a tremendous addition to the Bristow Group Search and Rescue aircraft fleet and the fact that it will be assembled in Yeovil will help the UK economy further.”

The AW189, the latest helicopter produced and equipped by AgustaWestland to undertake SAR missions, builds on the Company’s heritage and expertise in search and rescue both in the UK and abroad. The iconic Westland Sea King, which has been operational for over 30 years, is currently flying the majority of Search and Rescue missions in the UK alongside the AW139 which is undertaking the same role, primarily on Britain’s south coast, for the Maritime & Coastguard Agency. Since its launch in June 2011, the AW189 has become the outright market leader in the 8 tonne class with over 80 orders and options placed by many of the world's leading operators. The AW189 SAR helicopter is part of AgustaWestland’s family of new generation helicopters that also includes the AW169 and AW139, the best-selling helicopter in its class with over 720 aircraft ordered in 60 countries. These helicopters all possess the same high-performance flight characteristics and safety features whilst sharing the same common cockpit concept and design philosophy. This approach facilitates synergies for operators of these models in areas such as training, maintenance and support. Bristow is a long-standing customer of AgustaWestland with the AW139 already in service and the AW189 on order for offshore oil and gas transport operations. It was one of the first operators to order the all new AW189 helicopter.

[bigglesbutler]

The NS pilots do a good job, sure, but you know, it's not THAT hard really is it? The minima are quite conservative, the aircraft are far more sophisticated than they were and there are two pilots on every flight.

Sorry I'm just remembering the agony my knees were in after a long flight in the jump seat, being mean I guess.

LOL sorry.

Si

[industry insider]

No, Far East Driver, buses are on the ground. Helicopters are in the air, you are a Pilot and I presume you are remunerated appropriately. Otherwise, you should think about another profession.

[coatimundi]

I don't know the total number of workers offshore but in the longterm wouldn't it be useful if they could have wifi access so that they could use their laptops/iPads for personal communications, maybe Skyping their family etc?

I can't speak for all installations but Transocean drilling rigs do have wi-fi available on board for the personal use of the workers. :ok:

On my rig it is, however, a very slow connection at present, really only useful for texting and Faceaching.....:uhoh:

[Fareastdriver]

just bus drivers

That is what the chief executive of one of the Bristow buyouts consortiums described us as at company pilot meeting in Aberdeen.

Then they pocketed the pilot's pension fund.

[detgnome]

No press release or link yet, but it would appear that Bristow have a 2 x AW189 contract with BP working from Sumburgh starting 2015

[diginagain]

Earlier in the thread I was asking about workers offshore and PPRuNe member diginagain said he was communicating from a rig in the North Sea using a satellite link. I don't know the total number of workers offshore but in the longterm wouldn't it be useful if they could have wifi access so that they could use their laptops/iPads for personal communications, maybe Skyping their family etc?As I said, many of us do have wi-fi access onboard, sometimes it's seperate from the unit's business link, otherwise we have access to unused bandwidth on the satellite link. If you pick a quiet moment, Skype is usable.

[Savoia]

Training for the North Sea

Aberdeen is the busy hub of the UK's North Sea oil and gas industry. That much is clear within about 30s of landing at the airport when you become immediately aware of the enormous amount of rotorcraft traffic ferrying workers to and from the rigs. It is, as the late author Iain Banks says of the place, "very helicoptery".

Bond Offshore Helicopters, Bristow Helicopters and CHC Scotia make up the trinity of offshore operators working from the Scottish site. Governed partly by their relative size and corporate parentage, each has adopted a slightly different means of recruiting and training pilots.

The largest of the trio is Bristow, part of Texas-headquartered Bristow Group, but with operations across the globe. Due to its scale, it has taken a more in-house approach to its recruitment and training needs. A key part of this is its own training operation, Bristow Academy, based in Titusville, Florida. Acquired in the early part of the last decade, the division provides ab initio training for self-funded would-be pilots.

Whereas Bristow previously had a training facility at Redhill in southern England dedicated to producing helicopter pilots for its North Sea operations, Titusville simply turns out qualified pilots, although relevant training can be provided for those seeking a career in offshore work. And the highest performing graduates are asked to stay on as instructors, Bristow looks to recruit them into the offshore business, first ensuring they are instrument rules qualified. In all, Academy recruits make up some 30% of the intake in Aberdeen, says Rhodes, with that figure varying between 50% in Norway and 25% in its Nigerian business.

This surge in oil exploration - driven by both the high price of crude and technological advances that have enabled access to previously uneconomical reserves - has meant that the offshore workforce has hit record levels. And that could rise further as oil companies undertake previously postponed remedial work on rigs, expansion of existing fields and new exploration. Bristow's pool of Aberdeen-based pilots has seen similar expansion, rising from 70 to 150 over the last 18 months.

More (http://www.flightglobal.com/news/articles/in-focus-north-sea-operators-train-for-success-390408/) ..

[Hot_LZ]

A nice article and interesting to see the approach to recruitment and training in the 3 operators.

"the highest performing graduates are asked to stay on as instructors" - I do however question this part. They would seriously benefit from actually doing this but i suppose the $$ is their language.

LZ

[kaputchnik]

Well after reading the full article it looks like everyone will have no problem getting a job offshore if the demand is as accurate as they say.

What do you think?, same old story?

[[email protected]]

"the highest performing graduates are asked to stay on as instructors" this system has been used by the RAF in the past but on FW only - the 'creamies' (creamed off the top) may well be gifted pilots but have zero operational experience to bring to the party; something that often helps make exercises more relevant and interesting to the student.

A minority of those creamies also worked hard to get to front -line and are often not that keen to be stuck in a training job instead of mixing it with their peers.

All in all a cheap solution but effective?????

[HeliComparator]

Well after reading the full article it looks like everyone will have no problem getting a job offshore if the demand is as accurate as they say.

What do you think?, same old story?

No, by no means everyone. It is amazing how many candidates pitching up for a job, with fresh flight school CPL/IR, are unemployable either for personal reasons or because they demonstrate an inability to actually fly. Having the licence can simply mean you had the money but nothing else.

However if you are any good, and likely to be a reasonably good employee, I think you stand a very good chance.

[Savoia]

To add to the debate; an article this morning from CJI:

Matt Zuccaro, president of Helicopter Association International, warned there is a real chance that the industry could face a shortage of qualified pilots and mechanics in just a few years.

He estimates that it costs an individual $80,000 to become a flight instructor and that it takes two years to become a qualified mechanic. Clearly a lot of people cannot afford to pay for this and, more worryingly, Matt feels now that most people have flown, some of the magic has worn off.

Even when people train to be aviation mechanics they are very attractive to other industries. Disney World just poached a lot of Embry Riddle graduates to work in their theme parks.

Clearly there is no point building helicopters if no one can fly them. But operators are working on solutions. Matt praised operators like Bristow which owns flight schools and Air Medical which has bought a helicopter tour operator for thinking outside the box.

The helicopter pilot shortage - Corporate Jet Investor (http://www.corporatejetinvestor.com/articles/helicopter-pilot-shortage-908/)

[SASless]

Matt should be fair....Bristow is a for profit training operation where the young folks hoping to become Professional Pilots pick up the cost of their training. When we see Operators doing the old style Bristow Cadet Training Program funded by the Operator then we shall know things have really changed.

That would take a Sea Change in the Industry where the Ab Initio Student is taken into a training system and then progress onto the Operator's Line Flying Program. That would require the Customers, Insurance Folks, Regulators, and Immigration Authorities to all adopt different thinking about Pilot Licensing, experience requirements, and the like.

If the situation gets desperate.....will we see that happen?

[SASless]

Why would I "ridicule" that?

You do seem to cop an attitude.....did I steal your girlfriend or something?

How many folks get "sponsored" Training industry wide today?

[GoodGrief]

Our goal is to have those trained to fly and work on our contracted helicopter fleet.

I like the idea and honestly wish you good luck with that.
We just sponsored two ommercial pilots towards their initial easa twin rating, training, salaries, expenses, rental cars paid. After it was entered into their licences they walked right out the door and were never seen again. Effin crooks.

[Grenville Fortescue]

We just sponsored two commercial pilots towards their initial easa twin rating, training, salaries, expenses, rental cars paid. After it was entered into their licences they walked right out the door and were never seen again. Effin crooks.

Perhaps you've explained this earlier but, why on earth didn't you bond them?

[212_Nightdipper]

I'm willing to accept a bond even if I've already got an ATPL-IR and multiengine TR...everything to get me to work in the North Sea! ...;)

[DOUBLE BOGEY]

212-Nightdipper, with a name like that you will fit right in on the NS!

(Sorry but could not resist it)

DB

[SASless]

Industry Insider,

I guess the CAA will also be looking at how Recurrent Training is done.

Perhaps you shall get a chance to provide them your views on the topic.

I suppose they will compare methods and such to the way the Airlines do their training and see what differences there are that might be improved.

[Savoia]

Puma Grounding Tells in Bond Offshore Profits

North Sea helicopter services firm Bond Offshore has reported a substantial drop in profits for the 2012 year as a result of fleet being grounded after two forced ditching's off Shetland.

The company notes in full-year accounts filed with Companies House, the grounding of the Eurocopter EC225's “resulted in reduced flying activity and revenue and also additional non-recurring costs”.

Bond said on a pro-rata basis, turnover and profits were down as a result of the issues affecting the Eurocopter EC225 fleet.

Business7 - Business News - Company Results & Forecasts - Bond Offshore profits hit by grounding of Super Puma helicopters (http://www.business7.co.uk/business-news/company-results-and-forecasts/2013/10/03/bond-offshore-profits-hit-by-grounding-of-super-puma-helicopters-106408-24013009/)

[Savoia]

Class E Airspace Consultation for Aberdeen

The UK Civil Aviation Authority (CAA) has set out proposals to establish additional Class E airspace in the vicinity of the Aberdeen Control Zone/Control Area. The possible need for the airspace classification change emerged from an earlier consultation setting out the CAA’s intention to replace Class F airspace with Class E airspace.

The Class E airspace is required at Aberdeen in order to ensure local airspace management remains as operationally and environmentally efficient as possible. The proposals for Aberdeen are now subject to a consultation – details on how to participate can be found on the CAA website at Consultations and Responses | About the CAA (http://www.caa.co.uk/consultations).

The consultation period runs from 9 October 2013 to 4 November 2013 and comments received will inform the CAA’s final proposals regarding the replacement of Class F airspace. In order to allow sufficient time for airspace users, aircraft operators and air traffic service providers to prepare for changes, the replacement of Class F would be completed no later than AIRAC 12/2014 (13 November 2014).

Class E airspace for Aberdeen - CAA launches consultation | CAA Newsroom | About the CAA (http://www.caa.co.uk/application.aspx?catid=14&pagetype=65&appid=7&mode=detail&nid=2296)

[Savoia]

First UK AW189 to be based at Norwich

Bristow Helicopters has announced that as the launch customer for the AgustaWestland AW189, the first helicopter will enter service in support of GDF SUEZ E&P UK’s oil and gas operations in the North Sea from Q2 2014.

Bristow has six AW189 aircraft on order for its oil and gas customers, all of which are to be delivered by 2015. Eleven Search and Rescue configured aircraft are also on order which will be used for the UK's new Search and Rescue service.

Mike Imlach, director, European Operations, Bristow Helicopters, said: ‘We are delighted that GDF SUEZ E&P UK is set to become the first oil and gas company to introduce this new state-of-the-art helicopter to its North Sea operations.

Bristow introduces first AW189 for GDF SUEZ E&P UK - News - Shephard (http://www.shephardmedia.com/news/rotorhub/bristow-introduces-first-aw189-gdf-suez-ep-uk/)

[Bravo73]

First UK AW189 to be based at Norwich


Interesting. The AW189 will be too large for the majority of the decks in the SNS.

Here's some details on the new Cygnus field: Cygnus ? GDF SUEZ E&P UK Ltd (http://gdfsuezep.co.uk/our-operations/cygnus.aspx)

[Savoia]

HUMS Data Analysis Working Group: Update

During the week of September 23, Ed DiCampli, executive vice president of HAI; and Dave Green, health and usage monitoring systems (HUMS) program manager for HAI, traveled to London to attend Helitech and meet with safety experts, HUMS design engineers, and regulatory personnel. Prominent in this group were Bob Sheffield, AgustaWestland senior advisor, safety and fleet operational improvements; Nick Keningley, Rotorcraft IVHM leader, GE Aviation, UK; Dave Howson, CAA UK helicopter research manager; and Lionel Tauszig, rotorcraft project certification manager, European Aviation Safety Agency.

The following week the HAI team traveled to Aberdeen, Scotland, to meet with HUMS analyst and maintenance managers of Bristow Helicopters, CHC Scotia Helicopters, and Bond Offshore Helicopters. In all three of these meetings, the HAI representatives were shown around the respective facilities before attending sessions on the processes that each company use to debrief HUMS data downloads after each flight and to accomplish follow-ups when an anomaly is detected.

This Bristow meeting was chaired by Russell Gould, director U.K. fleet support for Bristow Helicopters, Aberdeen. He was assisted by Rick Barnett, HUMS manager, Bristow U.S. Attendees included Cameron Beattie, chief engineer, Bristow Helicopters, and John Wilson, engineering manager, EBO.

The meeting at Bristow also included a series of presentations by HAI, showcasing elements of a program to be undertaken in the near term by a recently formed partnership including HAI, the FAA, Bristow Helicopters U.S., and Honeywell. The objective of the program is to develop and validate an automated data logging methodology to meet evolving guidelines of the FAA and helicopter OEMs. The Bristow S-76C++ fleet equipped with Honeywell HUMS and the transmission overhaul facilities at New Iberia, Louisiana, provide an ideal opportunity to demonstrate this.

Ed DiCampli detailed the role HAI is playing in support of HUMS-related FAA research, and Dave Green presented a brief on the HUMS Data Analyst Working Group that was established in February 2013, just prior to the AHS-HAI Workshop on Airworthiness, HUMS, and CBM. In addition, there were exchanges of ideas on processes used to detect mechanical defects and ensure continued safe operations of helicopters transporting oil and gas personnel to and from platforms in the North Sea.

The London and Aberdeen meetings were very informative and opened lines of communication important to HAI’s current and future HUMS initiatives. Ed DiCampli is pleased to report that six new members joined the HAI HUMS Data Analyst Working Group.

HAI Advances HUMS Initiatives in U.K. > Helicopter Association International (http://www.rotor.org/Publications/RotorNews/tabid/843/articleType/ArticleView/articleId/3735/HAI-Advances-HUMS-Initiatives-in-UK.aspx)

[Savoia]

Humberside is the UK’s second busiest airport-based heliport and home to the three major offshore helicopter companies, Bristow, CHC and Bond that provide services to the Southern North Sea gas platforms.

From November 2013 CHC will base an additional helicopter at Humberside to support Centrica Energy’s offshore activities.

Bristow Helicopters has also won the contract to supply the UK’s helicopter search and rescue service from 2015 and will be open a new facility at Humberside to support this operation from the region.

New Danish route from Humberside launches on 28th October 2013 (http://www.incentivetravel.co.uk/news/airportairline/16334-new-danish-route-from-humberside-launches-on-28th-october-2013)

[Lordfindon]

Hi Bravo,
Perenco have been flying this for quite some time now to all of the NUI`s and manned installations in the SNS without any problems?

[902Jon]

Perenco have been flying this for quite some time now to all of the NUI`s and manned installations in the SNS without any problems?

No, Perenco fly the AW139, a smaller aircraft than the new AW189.
Even then the 139 can't get on all of the decks in the SNS.

Savoia, the new route from Denmark to Humberside is being brought in primarily to transport workers for Siemens constructing wind turbines in Hull. These guys, I believe are coming in on an equal time roster (2 weeks on/off?).

[ericferret]

Ah yes, all these jobs in the green energy business that have been promised to British workers. Every time a wind energy project goes in to planning the creation of local jobs is a selling point. Now we are bringing in foreign workers by the planeload. Grimsby is one of the areas with the lowest average pay and largest number of unemployed young people in the UK. I suppose we will see exactly the same for nuclear power stations when construction begins. Avez vous un job pour moi?

[ROTORVATION]

Hi All,

Trying to trace a old friend by the name of Sarah Grint, she's ex Police 135 pilot, but believe is a captain on the North Sea now.

Anyone know if she's a PPRUNER? Or have a contact at all?

Thanks

RV

[Brilliant Stuff]

Personal Message sent.

[Savoia]

Birds of a feather

An "exhausted" bird hitched a lift from a helicopter after being found resting on a North Sea oil rig.

The tired water rail needed help from technology when it got blown off course from Europe during its winter migration.

It was found sheltering by staff on a helideck on October 24.

The frightened and worn out bird was taken by helicopter to Aberdeen, and from there, was transported to a wildlife rescue centre in Alloa, before being released into the wild from Fife.

The water rail usually lives in freshwater wetlands.

Centre manager Colin Seddon said the bird had probably got caught up in strong winds over the North Sea during its winter migration.

He said: "It seems the bird became exhausted and managed to find refuge on the oil rig. It was unable to fly off again so we were contacted for help.

"The water rail was fit and well by the time it was released at Loch Gelly in Fife.

"This was an ideal spot as the loch is surrounded by reedbeds, with no fishing and very little disturbance."

'Exhausted' bird found on North Sea oil rig airlfited by helicopter | Aberdeen & North | News | STV (http://news.stv.tv/north/246596-exhausted-bird-found-on-north-sea-oil-rig-airlfited-by-helicopter/)

[Savoia]

https://lh6.googleusercontent.com/-iaH8_RUSpMg/Unjo3FpEvkI/AAAAAAAAPBs/oqH0ptLKAec/w900-h414-no/AS332L+G-BLZJ+Aberdeen+23+Oct+13+%2528Mark+Leith%2529.jpg
Bristow AS332L G-BLZJ as seen at Aberdeen airport on 23rd October 2013 (Photo: Mark Leith)

Does anyone happen to know whether this is the only Bristow 332L operating in the North Sea?

[Uneasy Rider]

CHC has one: G-BKZE

[S61-S92]

Sav - The other BHL AS332L's still currently operating out of Aberdeen are

G-TIGC, G-TIGE, G-TIGS and G-TIGV

[Savoia]

Uneasy Rider/S61-S92: Grazie mille! :ok:

Unite launch North Sea helicopter safety drive

THE Unite union is to launch a major drive for immediate improvements to the safety of North Sea helicopter flights following the Super Puma helicopter disaster off Shetland in which four oil workers were killed,

The campaign - “Back Home Safe” - will be calling for increased investment to create a larger North Sea helicopter fleet for crew change flights, changes to the seating configuration inside helicopters, and changes to the design of choppers used for offshore flights.

The union claimed today that an initial poll of more than 500 workers had shown that over half - 50.7 per cent - have no confidence in the safety of offshore helicopter flights. And 81 per cent of workers said that their level of confidence in helicopter flights had decreased in the last twelve months.

Unite is now planning to submit a petition next month to Oil and Gas UK, the pan industry trade body,calling for action from the industry and helicopter operators.

The cause of 23 August crash in which a CHC-operated Super Puma AS332L2 helicopter plunged into the sea on its approach to Sumburgh airport has still to be established. The crash claimed the lives of Sarah Darnley, 45, from Elgin, Gary McCrossan, 59, from Inverness, Duncan Munro, 46, from Bishop Auckland, and George Allison, 57, from Winchester.

And the findings of a Civil Aviation Authority investigation into concerns surrounding the five North Sea ditchings and crashes in the last four years, including the Sumburgh Head disaster, are not expected to be published until January.

Tommy Campbell, Unite’s Aberdeen-based regional officer, said ‘Offshore workers have spoken and clearly stated their legitimate concerns. Over 1500 offshore workers have already backed Unite’s demands and we expect many more to pledge their support before the petition is submitted to Oil and Gas UK in December.

“Overwhelmingly offshore workers are demanding action from the industry to improve the safety of offshore helicopter flight. Oil and Gas UK must now act.”

A Unite spokesman said the union had already carried out an extensive consultation with its member and the wider offshore workforce, following last August’s fatal crash.. And it revealed that 95 per cent of workers are demanding increased investment to create a larger offshore fleet. Ninety four per cent are calling for changes to the internal seat configuration on offshore helicopters and 93 per cent are also demanding changes to the design of helicopters used for passenger transfer offshore.

The campaign has also set out a series of initial demands for offshore flight improvements. These include:

• Safer emergency lighting and seating configuration in all offshore helicopters to aid evacuation.

• The immediate implementation of all safety recommendations from past offshore helicopter incidents.

• An independent review to improve emergency response contingencies in the event of a ditching to maximise the survival time of helicopter passengers and crew.

• And improved survival equipment and training for offshore workers.

The Unite spokesman said: “Other improvements that were a priority for a significant number of workers were internal emergency lighting fitted to helicopters, a confidential whistle blowing line, and improved floatation devices fitted to helicopters.”

He added: “Offshore workers will not accept ‘business as usual’ Back Home Safe is a member and offshore worker-led campaign which calls for immediate improvements to the safety of offshore flights.”

The campaign will be officially launched tomorrow at Unite’s regional offices in Aberdeen.

Unite launch North Sea helicopter safety drive - The Scotsman (http://www.scotsman.com/news/transport/unite-launch-north-sea-helicopter-safety-drive-1-3174412)

[Savoia]

For offshore workers who may read this thread, details for the launch of tomorrow's Unite Back Home Safe campaign are as follows:

10.30 am, Wednesday 6 November 2013

42-44 King Street, Aberdeen

Contacts:

Willie Thomson on 07810 157 910

Ciaran Naidoo on 07768 931 315

Unite launches the 'Back Home Safe' campaign (http://www.unitetheunion.org/news/unite-launches-the-back-home-safe-campaign/)

[diginagain]

Other improvements that were a priority for a significant number of workers were .... a confidential whistle blowing line,...The industry could have had the benefit of a confidential human factors reporting system years ago, much like CHIRP and the rail sector's CIRAS, but SCIS/OGUK believe that the present level of 'workforce engagement' is sufficient. Contrast this attitude with the recent news that the US regulatory authority BSEE have announced the implementation of just such a service for their employees in the States. BSEE Director Delivers Remarks at 2013 International Regulators' Offshore Safety Conference | BSEE (http://www.bsee.gov/BSEE-Newsroom/Press-Releases/2013/Press10232013z/)

[HeliComparator]

I didn't think that emergency lighting was an issue - anyone know what the problem is?

[jimf671]

I didn't think that emergency lighting was an issue - anyone know what the problem is?

No idea on the lighting. Strangely, I did take a few seconds to look at the lighting in GC(?) on Friday. I would have thought door jettison arrangements should have been prominent in that list (having sat beside a Tiger jettison handle twice last week).

[industry insider]

G-TIGC? G-TIGE?

I can understand the workforce issues. Why are we forcing passengers onto 32 year old 332Ls when EC225s and S-92s are available? Helicopter companies should stop offering such old aircraft to industry. It's not hard to see where the safety culture problem lies is it?

[Tynecastle]

II
The Helicopter companies supply what the oil companies ask for.
You get what you pay for.

[industry insider]

Tyne

The oil companies couldn't contract these old aircraft if the helicopter industry had some balls and stopped offering 32 year old (next March) aircraft and started telling the oil companies they were not available. This cheaper but less safe option should not be available anymore. Time to send them to the scrap yard or to the logging industry.

The UK NS industry claims to be examining safety, the answer is partially obvious.

[Aser]

I guess you don't have many friends in the logging industry... :}

[SASless]

What is the safety record of these "Old" aircraft compared to the 92 and 225?

How many of the "Old" aircraft wind up in the Sea.....how many passengers did they kill?

Compare the statistics then tell us about how bad the "Old" aircraft are....and how "Good" the new aircraft are....but do it using factual data and not just mere opinion please.

[HeliComparator]

How many of the "Old" aircraft wind up in the Sea.....how many passengers did they kill?

Quite a few really, so let's not go there. Quit polishing those pink glasses!

[heli1]

I think these Ls were brought back in following the EC225 grounding to meet capacity issues .All were/are destined for Vector Aerospace,hence the all white finish shown above.

[Tynecastle]

Several years ago we had a 76A on an offshore contract in Asia, whilst it was good mechanically, it had lots of hours and getting tired.
The plan was to refurbish it and upgrade to a ++, and replace it on contract with a C+, when the oil Company were approached with the plan, they were not interested, they said the A model suited their needs and it would be throwing money away to go with a newer aircraft, didn't care about low time airframe, better power margins, updated avionics etc.
Problem nowadays for the Offshore Operators is that the new aircraft are basically people carriers, I will add the 76 and 332 to this group as well, if they are off contract, you are limited to what they can do, in the past when we had a 61 or 212 come off an offshore contract, it wouldn't be idle for long, the VFR div would soon have them out working, dont think the new aircraft, whilst being very good in their own roles, are suited to working in the Bush, and Logging is definately not an option.
Talking of older Helicopters !! If you have a Helicopter with 20,000 + on the clock, do a complete refurbishment, re-wire if required, up-grade the Avionics and with zero time components, this machine is as good, if not better than the day it rolled out of the Factory, so could someone please explain why this aircraft is deemed unsafe?

[industry insider]

If its a 20,000 hour machine, it probably has round dials, 3 axis autopilot, small windows, cramped cabin with poor escape paths, no EGPWS, no TACS, separate weather radar, no FADEC, no FLI etc. It was probably certified to a lower standard, is not flaw damage tolerant, has no aux lubrication system (which not all do now) or run dry capability.

It is also probably difficult to support and has poor payload compared to the newer types.

[HeliComparator]

... so could someone please explain why this aircraft is deemed unsafe?

Not unsafe, but less safe than the modern equivalent due to improvements in the certification requirements, and other improvements such as HMI and autopilot functionality, especially when you bear in mind that "pilot error" is still a popular way to crash. Take the case of the recent AS332L2 crash at Sumburgh, that accident could have happened to an AS332L or an AS332L2. Had the same pilots done the same thing in an EC225 that crash wouldn't have happened because the heli would have stopped itself falling into the sea. So in this respect (and many others) the modern EC225 is much safer than the older AS332L and L2, even though the latter are still performing as the manufacturer intended.

[SASless]

Shame the Nigerian CAA has mandated "new" aircraft......all these "old" aircraft have no place they can make like Elephants anymore.

[Ray Joe Czech]

The oil companies couldn't contract these old aircraft if the helicopter industry had some balls and stopped offering 32 year old (next March) aircraft and started telling the oil companies they were not available.

I agree, but the invertebrates that manage one of the companies are making far too much money getting paid for the 225s on the ground as well as the 332s that are flying.
Also, it doesn't help that one of their customers have been dragging their ar$e for months about reintroducing the 225 -- and still no date in sight...
Never mind, bonuses all round!

[Savoia]

Chevron leaving Wick

CHEVRON UK is leaving the area and returning to Aberdeen as its contract with Wick John O’Groats Airport is finally up.

The company had been using the airport as a staging post for its Alba and Captain oil fields after a link was forged a year ago following the grounding of the Eurocopter EC225 Super Puma fleet because of safety fears.

The contract runs out today and Chevron has decided to return to working the way it did before from Aberdeen and going back to using Bristow, an offshore helicopter transport services company.

The Chevron base in the area had been using not Super Pumas, but the smaller Eurocopter EC155 helicopters that carry 10 passengers and two crew. These were seen to be a safer option in the time of crisis when a number of Super Puma helicopters were involved in incidents last year and the helicopter crash off Shetland happened in August of this year.

Businessman Andy Bruce, who owns Far North Aviation, is staying positive because although the move is a loss for now, he can still see Wick being picked by oil companies over Aberdeen in the future.

"It’s all worked because when Chevron came here they got a completely dedicated facility," he said. "If they’d gone anywhere else they wouldn’t have got that attention.

"It’s gone very well as not only did they fire people out to the Captain field, but there have been other instances where Aberdeen was having little problems or emergencies and they needed to get people out to the rigs quickly. Wick is perfect for that, where Aberdeen struggles, and it has literally transformed the airport."

Mr Bruce said Aberdeen and Sumburgh do enough to get oil personnel out to their work, but when there is a problem in one or both of these facilities, they cannot cope.

Helicopters from the Beatrice oil rig, which is only 12 minutes from Wick, also often come to the airport to sit out the strong winds and not waste fuel.

Helicopter firm leaving north to return to Aberdeen | John O'Groat Journal | News (http://www.johnogroat-journal.co.uk/News/Helicopter-firm-leaving-north-to-return-to-Aberdeen-14112013.htm)

[LOZZ]

..."It’s gone very well as not only did they fire people out to the Captain field..."

[902Jon]

So that's NHV, a non-OGP compliant operator, out of the North.

[Bravo73]

"...a non-OGP compliant operator...."

IIRC, it's the customers who have OGP requirements, not the operators. The operators then have to full into line with what the customers want/need.

[Savoia]

Good returns for Loganair

Scottish airline Loganair has reported soaring profits and turnover following a strong rise in passenger numbers.

http://farm9.staticflickr.com/8147/7337133868_530ddc2332_z.jpg
Loganair operates scheduled services under Flybe livery

The group saw turnover increase by 20% to £87m for the year to the end of March, while pre-tax profit rose by 24% to more than £4.3m.

Passenger numbers climbed by 12% to a record high of almost 592,000.

Loganair said its results had been helped by the temporary grounding of part of the North Sea helicopter fleet from late 2012.

It added that oil firms required more fixed-wing aircraft after Super Puma EC 225s were grounded in the wake of two ditchings off Aberdeen and Shetland last year.

Loganair, which operates 26 aircraft, said its results had come against a backdrop of "an ongoing difficult period" for domestic aviation in the UK.

During the last financial year, the Flybe franchise partner added two new routes to its network, taking over a Norwich to Manchester service and a Glasgow to Leeds service from Flybe and BMI Regional respectively.

But it also withdrew its scheduled services from Dundee Airport last December, blaming the proximity of Edinburgh and its wide choice of flights for the move.

'Good results'

Executive chairman David Harrison said: "Our good trading results mean that our financial position has been further strengthened, so that we continue to operate without debt.

"It is further encouragement that the new financial year has started well, with passenger numbers in our core scheduled services in the Highlands and Islands and beyond showing some growth.

"There is also a healthy level of charter work being maintained, an area which has continued to make an important contribution to the business.

"The temporary grounding of part of the North Sea helicopter fleet from late 2012 has led to an increased requirement for fixed-wing support to the UK offshore sector, and we have been pleased to provide effective solutions to a number of key oil industry customers.

"We're hopeful that this will lead to longer term opportunities from Aberdeen."

Loganair operates scheduled services under Flybe livery in mainland Scotland and Orkney, Shetland and the Western Isles.

BBC News - Loganair sees profits and turnover take off (http://www.bbc.co.uk/news/uk-scotland-scotland-business-24960735)

[OffshoreHeli-Mgr]

Chevron may not do the Rosebank project which is located west of Shetland.

[Savoia]

Aerocopter: I think OHM is referring to this:

Chevron casts doubt on $10bn North Sea oil project

The US oil giant says it may not be viable to proceed with the Rosebank project, one of the biggest oil developments in UK waters.

http://i.telegraph.co.uk/multimedia/archive/02147/rig_2147293b.jpg

US oil giant Chevron has warned it may not be economically viable to proceed with a planned $10bn North Sea oil project, in a blow to hopes of a revival in the region.

Chevron said that the Rosebank project “does not currently offer an economic value proposition that justifies proceeding with an investment of this magnitude”, amid rising costs of drilling.

The project, which has been under consideration for a decade, had already been handed tax breaks from the government in the hopes it would make it viable. The disclosure that even these incentives may be insufficient is a blow to government hopes to stem steep declines in North Sea output.

“Rosebank has always been a challenging project. At present, the cost of doing business continues to rise,” a Chevron spokesman said.

The Rosebank field, 80 miles north-west of the Shetland Islands, lies in water depths of 3,600 feet and will require a floating production, storage and offloading vessel.

It is thought 240m barrels of oil could be recovered from the field.

Chevron casts doubt on $10bn North Sea oil project - Telegraph (http://www.telegraph.co.uk/finance/newsbysector/energy/oilandgas/10468111/Chevron-casts-doubt-on-10bn-North-Sea-oil-project.html)

[Hedski]

Loganair profits soar, in no small part due to the soaring rip off air fares to the islands. Oh wait, they've been ripping people off for years!!!!:ugh:

[Savoia]

Met Office issues Severe Weather Warning for Scotland

A spokesman for the Met Office said: "Wednesday evening will see deepening low pressure to the North of Scotland, bringing very strong winds to a large part of the country.

"Gusts up to 60-70mph are likely but we could even see winds in excess of that. There is some concern about winds of that strength, which is why we've issued the warning.

"There's some rain – which could turn into snow – tied up with that as well, so pretty bad conditions."

The severe weather warning is in place across everywhere north of East Anglia between midnight and 6pm on Thursday.

Three-day cold snap to bring snow and gale-force winds - Telegraph (http://www.telegraph.co.uk/topics/weather/10490906/Three-day-cold-snap-to-bring-snow-and-gale-force-winds.html)

[Richard Taylor]

I would say Chevron's decision re Rosebank is a shot across the bows of the service sector as a whole in the oil industry here in the UK.

North Sea/W Shetland is - perhaps inevitably - high cost, and with those costs rising, eg. pay generally, it's going to take a big effort to alleviate this.

Despite the oil price, drilling away from development drilling has been pretty poor in the UKCS this year, and the reason is not solely down to a lack of rigs. We'll see how next year goes. It's never easy to predict oil prices, but (thankfully) $150 oil as predicted previously isn't coming to pass just yet. If Iran behaves itself, and with the likes of shale oil, the oil price may indeed soften, not harden.

I hope there isn't a pattern here, but with Shell (Fram) last year, now Chevron (Rosebank) and Statoil (Bressay) all deferring projects, it has to be a concern.

Talisman are looking to exit the province, and Chevron with the Rosebank decision are perhaps thinking along those lines too in the medium term.

What do the guys/girls that work and fly in the UKCS think over the next few years?

[Heathrow Harry]

Talisman's problems are little to do withe N Sea financial environment and a n awful lot to do with poor management TBH

On the other hand the continued escalation of all N Sea costs is quite frightening

[helimutt]

but dont for one minute think that salaries and transport costs are the main issue. Thats surely just peanuts in the big old scheme of things.
They must be minimal in comparison to the building of things like FPSO's etc. The technology and hardware cost (amongst other things) is astronomical.

[terminus mos]

Helimutt

Obviously you have no idea how the oil and gas industry works. Transport is a large part of the OPEX budget.

[helimutt]

Actually Terminus, you're right. Now why woud I know a single thing about it? so the offshore workers possibly wanting more money is the same as building a new fpso etc in terms of cost?

so come on then, tell us the actual costs (actually, just ballpark percentages if you like) if you know so much. I'd actually like to know what percentage of the overall costs, salaries and transport run to.

[industry insider]

Its very variable Mutt, it depends on field life, field age, crew change rosters, distance offshore, local regulation, location (Africa is different to the NS) it varies company to company. But, I can tell you that my company spends about $100m per year on helicopters alone, and that is only for 2 fields (in different parts of the world)

[helimutt]

$100m a year.

So just out of interest, what is spent on salaries for the same area in a year, what is spent on hardware and licences/backhanders etc for rights to that field?

ie I happen to know the annual budget for one particular FPSO I worked with was in the many millions a year, having spent 15yrs working for bp. ;)

[cyclic]

and a drilling rig is in the order of $400,000 a day....

Makes helicopter budget quite small. If we were paid the equivalent of the current North Sea salaries or day rates, then your budget would probably only be around 2-3% of overall spend. No fly, no personnel, no profit for the shareholders which runs into millions even in a poor year at the current barrel rate. Our overtime rate doesn't even compare with a drilling deck chap's delayed flight payment. Time to get real.

[FrustratedFormerFlie]

Current deepwater drillship day rates are more in the region of $600k per day (some are significantly higher)

[gasax]

You can post as many numbrs as you like - but they all have to be considered in direct relationship to the installation or potential installation that is being considered.

For new installations all of the potential operastional costs - including decommissioning are rolled up. Given that most of the 'easy' fields have been exploited that means that the more difficult ones have significantly higher costs - some of which will be potential or 'risked' costs. Hence the care for new fields. With so many of them being HP/HT the risked costs can be very large. HP/HT wells are quite liukely to require expensive workovers before the installation design life is reached and that can be massively expensive.

On the other hand, old installations so long as they continue to turn out a reasonable level of production (circe 4000 barrels plus per day) make sense to continue running - if only becuause it means you do not have to reach very deep into your pockets and pay for them to be decommissioned! In these cases the cost of transport of all kinds starts to be pretty critical. So when the economics are run that 'modest' increase in costs is the straw that breaks the camel's back.

Costs are increasing in the N.Sea and that increase really does threaten a lot of the older installations. The overall inflation of costs for labour, support of all kinds and transport will make some of the older installations uneconomic and there will be a general reduction in logistic services. It is simply a question of inflation versus time.

[industry insider]

Torque

We have between 5 and 9 (workload depending) heavy aircraft contracted between us and our JV partners, all newer types.

[Heathrow Harry]

Gasax

I agree with most of what you say but not with your words on older facilities

"it means you do not have to reach very deep into your pockets and pay for them to be decommissioned"

many of the earlier facilities were built in relatively small modules (due to the lack of crane capacity offshore) and are MUCH larger overall than the fields commissioned in the last 10 years

A modern field has been (partly) designed with decommissioning in mind but the older ones can be a nightmare and the de-com cost estimates are often huge

[meanttobe]

Avincis subsidiary BOH win 5 yr contract utilizing 2 S92.



http://www.avincisgroup.com/news-landing.aspx?code=120&name=BOND+AWARDED+NEW+CONTRACT+WITH+NEXEN+

[gasax]

Maybe I should try better punctuation!

My point is that decom costs are huge - especially for the older stuff, so the operators are heavily pre-disposed to postponing the awful day as long as possible. Hence interesting strategies like using an old platform for the switchgear for a couple of wind turbines...

[Heathrow Harry]

Indeed - and they are keen to keep third party oil & gas flowing over the platform -so they cut the tariffs severely

I guess no-one wants to have to abandon a platform on their watch - kick it down the road a few years until you've moved on

[Savoia]

New 5 Year Contract for Bristow with BP in Shetland Areas

Following a competitive tender process Bristow Helicopters Ltd has been successful in securing a significant new contract to provide helicopter services to BP Exploration Operating Company Ltd. The contract is for a five year term, with an option to extend, and has a value around £125million.

Bristow will provide helicopter support for BP's offshore installations to the West of Shetland and in the East Shetland Basin commencing in July 2015 with two sole-use Sikorsky S-92 aircraft based at Sumburgh Airport in Shetland.

Mike Imlach, Director of European Operations for Bristow Helicopters described the BP contract award as "A significant win for Bristow, we look forward to operating a safe efficient service supporting BP's offshore requirements from Sumburgh. This contract also will grow our presence in Shetland, where we already provide Search & Rescue services to the Maritime & Coastguard Agency from Sumburgh Airport and offshore helicopter services to the Integrated Aviation Consortium from Scatsta Airport."

Mark Hardie, BP's UK Logistics Infrastructure Manager, said "BP's major investment programme in the Shetland region will see a significant increase in personnel working offshore, especially on the Clair Ridge and Schiehallion developments. We look forward to working with Bristow to deliver a safe and efficient service for passengers. The contract is good news for Shetland and will provide jobs and an enhanced base at Sumburgh airport to support future developments."

HeliHub: New 5 Year Contract for Bristow (http://helihub.com/2013/12/11/bristow-wins-five-year-bp-contract-for-two-s92s/)

[meanttobe]

Really good win for Bristow. The S 92 is becoming more and more popular . With Bond winning the Nexan contract wth 2 S92 also. The other thing this announcement highlights is CHC lack of commercial success in the Western North Sea region in comparison to there main rivals. I believe Total and Statoil are the next big contract announcements for that part of the North Sea

[Savoia]

Statoil Finds Oil in Barents Sea

Statoil ASA has together with its partners Eni Norge AS and Petoro AS made an oil and gas discovery in the Skavl prospect in PL532, close to Johan Castberg in the Barents Sea.

http://www.offshoreenergytoday.com/wp-content/uploads/2013/12/Statoil-Finds-Oil-in-Barents-Sea.jpg?19828a

Well 7220/7-2 S, drilled by the rig West Hercules, has proven a 22 metre gas column and a 23 m oil column in the Jurassic Tubåen formation, and a 133 metre oil column in the Triassic Fruholmen formation.

Statoil estimates the volumes in Skavl to be in the range of 20 – 50 million barrels of recoverable oil.

“Statoil puts a lot of effort into proving additional oil resources in the Johan Castberg area in order to make the field development project more robust. We are pleased to see that our efforts now pay off”, says Gro G. Haatvedt, Statoil’s senior vice president for exploration on the Norwegian continental shelf.

“Skavl was the third of the four wells in the Johan Castberg area we have on our drilling plan this year. The first two wells, Nunatak and Iskrystall, proved only gas, but we know from experience that it takes stamina and persistence to succeed in the Barents Sea”, says Haatvedt. “It is also encouraging that we have confirmed a new play model in the area with the oil discovery in the Fruholmen formation, something which will be followed up in future exploration,” Haatvedt continues.

“We are working closely with our license partners to establish a plan for further exploration drilling in the Johan Castberg area. The Drivis prospect has already been approved for drilling in 2014, and we are currently evaluating additional opportunities”, says Haatvedt.

“It is positive that we have proven additional resources in the Johan Castberg area. We will now consider whether the discovery can be included in the Johan Castberg field development. At the same time we are pursuing our effort of maturing the resource base and the field development plans for the project. Changes in the tax framework is one of the elements that has made the project more challenging,” says Erik Strand Tellefsen, Statoil’s vice president for field development in Northern Norway.

Statoil is operator for production licence PL532 with an ownership share of 50%. The licence partners are Eni Norge AS (30%) and Petoro AS (20%).

Statoil Finds Oil in Barents Sea| Offshore Energy Today (http://www.offshoreenergytoday.com/statoil-finds-oil-in-barents-sea/)

[26500lbs]

Hmmm..another Norwegian contract. I wonder who will get that one? A lot of new things still popping up in the norwegian sector at the moment.