Bristow S76 Ditched in Nigeria today Feb 3 2016
NAPIMS Terminates Bristow Helicopter Services Contracts, Articles | THISDAY LIVE
The National Petroleum Investment Management Services (NAPIMS), a subsidiary of the Nigerian National Petroleum Corporation (NNPC) has terminated all Bristow helicopter services contracts with its joint partners.
This followed the accident involving Sikorsky helicopter with registration 5B-BJQ owned and operated by Bristow Helicopters Limited on February 3, 2016, which led to the suspension of the aircraft type in the fleet of the company by the Nigerian Civil Aviation Authority (NCAA).
In a letter written to the Managing Director, Total Upstream Nigeria Limited, dated February 14, 2016, obtained by THISDAY, NAPIMS wrote: “Barely six (6) months after a helicopter belonging to Bristow Helicopter crashed in August 12, 2015 killing a number of persons, another Bristow helicopter, a Sikorsky S76C++ with registration 5N-BOJ that departed Erha Platform enroute Lagos ditched into the Atlantic Ocean on February 3, 2016 with eleven (11) persons including two (2) crew members narrowly escaped death.”
The letter, which was signed by Group General Manager, Dafe S. Sejebor said NAPIMS noted that these accidents bring to question Bristow’s safety standards, “inspection programmes and frequency of maintenance, which has culminated in Nigerian Civil Aviation Authority suspending indefinitely Bristow’s Sikorsky S76++ from further operations in Nigeria.’
NAPIMS therefore declared: “Accordingly, all JV/PSC companies are hereby directed to terminate all aviation contracts awarded to Bristow Helicopters in accordance with the provisions of the aviation contracts. Bristow Helicopters may be allowed to participate in bids and operate in Nigeria upstream oil and gas only after a thorough and satisfactory safety audit has been carried out and all observed lapses adequately addressed,” the letter with reference number, NAP/GGM/02.04 said.
“You are hereby requested to invite the next lowest bidders in all tenders that Bristow won for price negotiations and facilities inspection with full NAPIMS participation in order to take the remaining scopes of the contracts presently being run by Bristow, the company told Total.
On February 21, 2016, NCAA issued a statement giving further directives and ordered all airlines operating the Sikorsky S76C ++ series to carry out a safety inspection on this helicopter type with immediate effect.
“The authority must immediately be provided with evidence of accomplishment of this directive. This action is in addition to the suspension of Bristow Helicopters operations of S-76 C ++ series and the ongoing audit. It is pertinent to point out that this directive is without prejudice to the ongoing investigation by the Accident Investigation Bureau (AIB) which the Authority is fully supporting,” NCAA said.
Target Zero = Zero jobs
The National Petroleum Investment Management Services (NAPIMS), a subsidiary of the Nigerian National Petroleum Corporation (NNPC) has terminated all Bristow helicopter services contracts with its joint partners.
This followed the accident involving Sikorsky helicopter with registration 5B-BJQ owned and operated by Bristow Helicopters Limited on February 3, 2016, which led to the suspension of the aircraft type in the fleet of the company by the Nigerian Civil Aviation Authority (NCAA).
In a letter written to the Managing Director, Total Upstream Nigeria Limited, dated February 14, 2016, obtained by THISDAY, NAPIMS wrote: “Barely six (6) months after a helicopter belonging to Bristow Helicopter crashed in August 12, 2015 killing a number of persons, another Bristow helicopter, a Sikorsky S76C++ with registration 5N-BOJ that departed Erha Platform enroute Lagos ditched into the Atlantic Ocean on February 3, 2016 with eleven (11) persons including two (2) crew members narrowly escaped death.”
The letter, which was signed by Group General Manager, Dafe S. Sejebor said NAPIMS noted that these accidents bring to question Bristow’s safety standards, “inspection programmes and frequency of maintenance, which has culminated in Nigerian Civil Aviation Authority suspending indefinitely Bristow’s Sikorsky S76++ from further operations in Nigeria.’
NAPIMS therefore declared: “Accordingly, all JV/PSC companies are hereby directed to terminate all aviation contracts awarded to Bristow Helicopters in accordance with the provisions of the aviation contracts. Bristow Helicopters may be allowed to participate in bids and operate in Nigeria upstream oil and gas only after a thorough and satisfactory safety audit has been carried out and all observed lapses adequately addressed,” the letter with reference number, NAP/GGM/02.04 said.
“You are hereby requested to invite the next lowest bidders in all tenders that Bristow won for price negotiations and facilities inspection with full NAPIMS participation in order to take the remaining scopes of the contracts presently being run by Bristow, the company told Total.
On February 21, 2016, NCAA issued a statement giving further directives and ordered all airlines operating the Sikorsky S76C ++ series to carry out a safety inspection on this helicopter type with immediate effect.
“The authority must immediately be provided with evidence of accomplishment of this directive. This action is in addition to the suspension of Bristow Helicopters operations of S-76 C ++ series and the ongoing audit. It is pertinent to point out that this directive is without prejudice to the ongoing investigation by the Accident Investigation Bureau (AIB) which the Authority is fully supporting,” NCAA said.
Target Zero = Zero jobs
Presumably they meant invite the next highest bidder, as opposed to the next lowest bidder. Assuming of course that Bristow got the contract as the lowest bidder.
I do have time for Total. They are the only company who I've seen send representatives to witness their contract crews undergo annual recurrencey training. Which is a good thing.
The change-over of service providers will obviously need some lead time to manage. In the meantime, who is doing the work?
I do have time for Total. They are the only company who I've seen send representatives to witness their contract crews undergo annual recurrencey training. Which is a good thing.
The change-over of service providers will obviously need some lead time to manage. In the meantime, who is doing the work?
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I guess Bristow is begining to reap the benefits of its nationalization program.
Where is the hero captain now? While more expats will surely lose their jobs, she will no doubt come out of this one a lot higher than she was just before the accident
Where is the hero captain now? While more expats will surely lose their jobs, she will no doubt come out of this one a lot higher than she was just before the accident
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I see the post of it possibly being an electrical fire disappeared?
Maybe it hit to close to what really happened?
If it was electrical fire, and pulling CBs and turning off Gens etc, didn't put it out a ditching might have been warranted. Would tie in more with Bristow being sidelined due to maintenance issues, rather than the crew making an unwarranted ditching.
Somebody knows, and somebody has been told to stay quiet...
Maybe it hit to close to what really happened?
If it was electrical fire, and pulling CBs and turning off Gens etc, didn't put it out a ditching might have been warranted. Would tie in more with Bristow being sidelined due to maintenance issues, rather than the crew making an unwarranted ditching.
Somebody knows, and somebody has been told to stay quiet...
Trim actuators being inspected by the manufacturer - that is what was said- no previous mention of electrical fire.
No more of this push button flying rubbish, bring back the 212!
No more of this push button flying rubbish, bring back the 212!
Last edited by gulliBell; 26th Feb 2016 at 23:37.
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Bristow could call their bluff and say they are pulling all their assets out of Nigeria and thus leave all their National staff without a job. It would be interesting to see how that scenario would play out.
I think crews who entirety of experience consists mostly of pushing buttons to get from A to B are likely underprepared when the button pushing works no more. Which is why spending time in a real helicopter like a 212 is worthwhile at enhancing airmanship and other skills. And take away the GPS as well, give them a map to read, a heading to fly, and a time to keep.
I think crews who entirety of experience consists mostly of pushing buttons to get from A to B are likely underprepared when the button pushing works no more. Which is why spending time in a real helicopter like a 212 is worthwhile at enhancing airmanship and other skills. And take away the GPS as well, give them a map to read, a heading to fly, and a time to keep.
You are hereby requested to invite the next lowest bidders in all tenders that Bristow won for price negotiations
It's a pity there is no easily accessible central repository for incident reports. I've spent some time trying to track down an incident report I submitted to our authorities, so long ago I forget the precise details, but involved the cyclic constantly flailing about the cockpit during climb following take off in an A model. Turned off both SCAS and returned home, as problem existed in both channels. Don't recall the problem source, although our FOI at the time expressed some doubt as to whether the aircraft deserved IFR certification with such a single point failure (whatever it was - old age is a bugger).
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A Big step forward for flight safety
That didn't take long.....here starts the fall from grace-( probably more like a long fall of a very high cliff)
Step 1.
Hire some management who have some experience running helicopter operations- OUTSIDE NIGERIA. Give full autonomy to implement tried and true safety practices that are used outside Nigeria.
Step 2
Beg forgiveness from all the extremely capable expats that were sent packing. Get the experience back!!
Rename target zero- TARGET SAFETY.
Hire based on skill, experience and determination, make it mandatory that all Captains have some real industry experience.( other than flying in a straight line) Minimum 2000 hrs turbine before seeing a multi engine A/C.
Set the standards not follow them.
Its a good day for the future of aviation safety in Nigeria.
I hope!
Step 1.
Hire some management who have some experience running helicopter operations- OUTSIDE NIGERIA. Give full autonomy to implement tried and true safety practices that are used outside Nigeria.
Step 2
Beg forgiveness from all the extremely capable expats that were sent packing. Get the experience back!!
Rename target zero- TARGET SAFETY.
Hire based on skill, experience and determination, make it mandatory that all Captains have some real industry experience.( other than flying in a straight line) Minimum 2000 hrs turbine before seeing a multi engine A/C.
Set the standards not follow them.
Its a good day for the future of aviation safety in Nigeria.
I hope!
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Despite all the naysayers and doom merchants, it seems that Bristow are still flying 
All of the senior management in Nigeria have experience of running operations outside Nigeria (and anyway are closely monitored by managers in Houston.
Sadly I agree that some of the experienced expats who were sent packing should not have been. This seems to have been due to politics rather than ability
Target zero actually is a great concept, but needs to have more than lip service paid to it, it needs to be given teeth and the highest office in safety should be at least equivalent of that in operations and directly responsible to the CEO.
Hiring of expats always was (in my day) based on skill and relevant experience.
Bristow always used to set the standards and I hope, will in the future. They were not my favourite company after the 'old man' left, but are still one of the leaders in the industry, though I believe, (although commercially more successful than ever) lacking in Alan's buccaneering spirit because of the rise of bean counters, human remains corpses, PCers and generally non-aviation people. No, I don't want to return to the 20th century. Of course automation, safety, monitoring have a part to play, but so do some too the old-fashioned values. Pilots should first and foremost be pilots, capable of flying a basic helicopter, but they also need to be systems managers who have an in-depth understanding of all the systems in the complex machines they fly and how to analyse and cope with malfunctions. It's no good talking of flying the 212 for 100 years. I flew the 212 and it's one of my favourite helicopters ever, but it's almost as old as I am, and I am willing to accept and embrace change for the better. What is really needed is for oil company managers of my (already gone) generation to accept that the training for 21st century helicopters requires a lot more ground, simulator and aircraft training time. This applies to O&G senior managers even more as they ultimately set the limits on budgets for training and safety for the companies dependant on them for their livelihood.
All of the senior management in Nigeria have experience of running operations outside Nigeria (and anyway are closely monitored by managers in Houston.
Sadly I agree that some of the experienced expats who were sent packing should not have been. This seems to have been due to politics rather than ability
Target zero actually is a great concept, but needs to have more than lip service paid to it, it needs to be given teeth and the highest office in safety should be at least equivalent of that in operations and directly responsible to the CEO.
Hiring of expats always was (in my day) based on skill and relevant experience.
Bristow always used to set the standards and I hope, will in the future. They were not my favourite company after the 'old man' left, but are still one of the leaders in the industry, though I believe, (although commercially more successful than ever) lacking in Alan's buccaneering spirit because of the rise of bean counters, human remains corpses, PCers and generally non-aviation people. No, I don't want to return to the 20th century. Of course automation, safety, monitoring have a part to play, but so do some too the old-fashioned values. Pilots should first and foremost be pilots, capable of flying a basic helicopter, but they also need to be systems managers who have an in-depth understanding of all the systems in the complex machines they fly and how to analyse and cope with malfunctions. It's no good talking of flying the 212 for 100 years. I flew the 212 and it's one of my favourite helicopters ever, but it's almost as old as I am, and I am willing to accept and embrace change for the better. What is really needed is for oil company managers of my (already gone) generation to accept that the training for 21st century helicopters requires a lot more ground, simulator and aircraft training time. This applies to O&G senior managers even more as they ultimately set the limits on budgets for training and safety for the companies dependant on them for their livelihood.
Why seemingly assume a more competitive price is less safe? Perhaps they'd already erred on the high side?!
I'm reminded of a story where an operator lost the bid, to be replaced by a contractor using 76s. The contractor found the 76 wasn't up to the task, and pilots were directed to use the transient limits in an endeavour to achieve what the tender had promised.
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Because, if they are serious in their statement and empowered to do so, speed would probably be essential - those from the previous tender should all have passed safety audits prior to pricing (another tender process might take too long) - we are in a state of economic crisis with the oil price ....... seems fairly logical to me!!
So the wording of the letter was correct, Bristow was not the cheapest option, there were others who came in with a lower bid? And now they are forgoing the more expensive option for a cheaper option? Did I understand this correctly?
Anyway. Whatever they want to do. It's their train set, this little white duck has nothing to do with it. I just want to know what happened and how this convinced the crew to put it in the water. Perhaps I can learn something from it and pass knowledge on to my trainees, whether good or bad.
Anyway. Whatever they want to do. It's their train set, this little white duck has nothing to do with it. I just want to know what happened and how this convinced the crew to put it in the water. Perhaps I can learn something from it and pass knowledge on to my trainees, whether good or bad.
