PPRuNe Forums - Vale Captain Robert "Bob" Balls

Very sorry to hear the news. I flew with Bob several times while doing my IR at Gt Yarmouth in 91. He was a very relaxed and patient instructor which is what you needed while learning the black arts.

The article below is cut from the Bristow Pictures here on this site.

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On March 7, 1968 I traveled to the Bristow Heliport at Tetney, near Grimsby to travel out to the Ocean Prince. The purpose of my trip was to escort some rig inspectors from The NMD (Norwegian Maritime Directorate) to the rig as we had planned to drill some wells in Norway. When we arrived at the heliport we were told that the weather was too bad to make the flight. The pilot, captain Balls said that the winds were gusting over ninety knots and the helicopter was only designed to fly in winds of less that sixty knots. The Norwegians returned to Middlesborough and I went to a hotel near the heliport. Captain Balls called me later in the day and said that the winds had modified somewhat and that it was a possibility that we could fly. I returned to the heliport. However, the Norwegians could not be reached as they were in route to Middlesborough. I went to the heliport and Captain Balls flew me to the rig, which was about one hundred miles out.

After I arrived on the rig the weather began to deteriorate once again.

I went to bed around ten thirty that night. I was sleeping in the same room with Ronald McDonald, the barge captain and George Moystin, the tool pusher. About three o’clock in the morning of March 8, a very large rouge wave hit the rig on the starboard side. The rig shuddered violently which awoke the three of us. As I awoke I looked over and saw George on all fours on the floor. I looked out of the window and saw in the rig lights a very large wave that was just moving away from the rig. That wave was followed by a series of other large waves the caused the rig to shudder and bounce off of the bottom of the sea floor.

The three of us got up, dressed and went out on the deck. The wind was very strong and the seas were very high. It was very cold. We then went to the radio room which was located just mid ship on the port side of the rig and called the rig manager who was in Middlesborough. Our call woke him. We could tell that we had disturbed his sleep. We informed him that we thought that the rig was breaking up and that we needed to be evacuated. His advice to us was to “stick with it men as it was probably not as bad as you think”. He then promptly went back to bed. We then called a mayday in to the RAF (Royal Air Force) and they informed us that the winds were in excess of what it was safe to fly a helicopter. They said that they could and would send out fixed wing aircraft to look at the conditions. A fixed wing aircraft was of no use to us. We then called Capt. Balls, our regular helicopter pilot. He was asleep in his hotel room in Scarbourgh. We explained the weather conditions to him and explained to him that it was highly possible that the rig was breaking up. When we asked him if he could fly out and rescue us, his only comment was, “Well I’ll give it a go”.

The sea temperature was near freezing. We know that if the rig broke up and we had to abandon the rig and get into the sea we would not last very long. Hypothermia would quickly set in and we would certainly die.

The stand-by boat, the Hector Ganett, was completely awash. Large waves were crashing over the bow of the boat The boat was very near the rig, however, it was generally lost from view as the bow and the decks were being completely covered with large waves crashing over the entire boat and the boat was lost from view as it was not possible to see the boat in the large wave troughs.

The rig was not fitted with survival boats, only inflatable life rafts were available on the rig. We did not have survival suits and the sea temperature was near freezing. The starboard bow life boat washed overboard and was instantly shredded as it washed up and down the forward column. Shortly after making the radio call to Capt Balls, the port after side of the rig along with the radio room fell into the sea ending any communication with the shore base. Everyone began to realize that if the rig sank we would all be lost, drowned or die of hyperthermia if we fell into the sea. No one panicked or became hysterical. I remember the rig electrician going into the engine room and turning off equipment as it fell into the sea. Everyone was on deck as the doors to the living quarters were jammed due to the rig decks being warped.

The weather was miserable. It was misting heavily and the visibility was very poor. The wind speed was far in excess of what the helicopter was designed to fly in. The stand-by boat, the life rafts and the temperature of the sea all left very little hope of survival that day.

We were very close to another drilling rig, a jack-up named the Constellation, but that fact offered us no hope. The visibility was so poor that we couldn’t see it.

The sea was so noisy that we could not hear the helicopter approaching. Someone saw it and it landed without incident. We decided that the first crew to leave the rig would be the third party personnel, i.e. non-ODECO personnel. The second crew leaving the rig was to be the off tour personnel and the last crew was to be the working (on tour) personnel. Again there was no panic, pushing or shoving. The crew (eighteen people) boarded the helicopter with no luggage. They were flown to the Constellation as was the second crew. The last crew was flown to the shore base heliport.

Only four Americans were aboard the rig when it started to break up and eventually sink. They were, George Moystyn, Joe Moystyn, Curtis Evans and myself (Paul Baumgardner)

When I reached the apartment where I was staying, I was very tired and went promptly to bed. The next day I got up and picked up some newspapers. When I began to read the newspapers, I became even more frightened that I had been aboard the rig. Less that an hour after the final helicopter took off from the rig the entire rig collapsed and sunk below the waves.

Were we heroes? Yes, perhaps but only in the sense that everyone was brave and no one panicked. The evacuation was orderly and efficient. The real hero was the helicopter pilot, Captain Balls, who rescued us in winds far in excess of what his Wessex helicopter was designed to fly. He made three landings on the Prince, two on the Jack-up Constellation and one back in Scarborough, England.

From an article in the Bristow news letter:-

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“On at least three occasions, by their skill and bravery, Bristow pilots have saved rig crews in dire peril. Early in 1968, when the Ocean Prince was being pounded by hurricane force winds, Captain Robert Balls flew out to the rig from the Bristow base at Tetney, near Grimsby - a distance of 100 miles - in a Westland Wessex 60 and, loaded with the minimum of fuel, transferred the 45 members of the crew, in three trips, to another rig 20 miles away. Captain Balls was later made a Member of the Order of the British Empire, and the citation read: "....... but for his initiative, bravery and splendid airmanship, the members of the Ocean Prince crew would have probably lost their lives". Just as the last group was lifted off, the helicopter platform collapsed and, soon afterwards, pounded by mountainous seas, the Ocean Prince sank.”

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Originally Posted by Little Fokker (Post 11348108)

What a great account! My father (Garth Storrer) was on the Ocean Prince at the time as stability chief or similar role, having been part of the construction of the rig in Middleborough a few years earlier. He has told me the story many times and how Captain Bob Balls saved his and the other crew members. He was on the final shuttle flight before it broke up and I remember my mother had just had my brother and was being comforted at home by Pauline Morrison, whose husband Art was Drilling Super or some similar role as they lived in Scarborough. Sadly my father passed away 6 years ago, but I have got the news clippings at the time including front page from the Daily / Sunday Express - shame they spelt his name wrong! I believe Capt. Bob Balls was possibly grounded after the event for going against the protocol, but received the award for his bravery. I am forever grateful. Regards, Nicholas Storrer

Within the last week a ceremony was held by B.P in Aberdeen to which Kevin Topham was guest ot honour.
Kevin was credited with saving a number of mens lives on the Sea Gem.
An extract from Aberdeen University Archives is appended. The Sea Gem is towards the end of the transcript.
I believe Bob Balls also flew on the Sea Gem rescue but I have yet to find a reference.
Kevin who is well into his 90's travelled up to Aberdeen with Rob Lingard who remembers Bob Balls well. Rob flew from Tetney firstly in Whirlwinds and later in the Wessex.
He continued to fly offshore from Strubby with Bond in the 70's.
Robs story alone would make an article.

https://calm.abdn.ac.uk/archives/Rec...3769%2F1%2F157

. Recalls being sent to Middlesborough to live on the Sea Gem which was being fitted out in dock. Details. Worked on fitting out. Describes Sea Gem in detail, its history. Urgency to get a British rig out on the North Sea. Sea Gem hastily put together. Not sufficient inspection of welding etc. No NDT (non-destructive testing). Accident occurred through inadequate welding of leg extensions. Welding done in France. Case of hurry hurry hurry to get rig out to Block 48 on the North Sea. Dummy run done with Sea Gem derrick and pumps at Eakring, also a small bit of drilling. Details. Mentions long experience of 90% of people on Sea Gem - not just short term contractors. Details re transport of derrick etc to barge at Middlesborough. Worked on Sea Gem for few weeks, then it was towed out. Went out the next day by helicopter. Details re working pattern at Middlesborough. Recalls good accommodation on Sea Gem, high quality food, steward service etc. Describes own accommodation, living routine etc. Crew of 60-70. Superintendent was John Clark, a Scotsman. Describes. Details re hierarchy, different jobs on rig. Reference Drilling Manager, Ron Kean; Tool Pusher; drillers; roustabouts; stewards and catering staff. Ship's Captain was Peter Mason. Explains his role. Recalls watching new films all together in cinema. Had to be comfortable living because it was called the toughest job in the world, even tougher than working in coalmines. Explains.Barge was raised to about 90 feet above the water. Hardly any difference between drilling on sea or land. Recalls feelings of isolation in fog. One or two trawlers banged into Sea Gem's legs. Details re shift routines, meals procedure, role of steward etc. Like a first class restaurant. Meals waited till after bit changes. 2 meals a day, snacks in between. When not working, did a lot of fishing, took fish home. Details. Fish gathered round rig for droppings.Not much pollution although cuttings did go into the sea, now taken ashore. Recalls rivalry re fishing.

Tape 3 Side A: Recalls taking fish home from Sea Gem. It had to be weighed because there was so much of it. Helicopter came every day with provisions etc. Personnel change was every 10 days. Own accommodation was under helicopter deck. Recalls use of foghorn. Always a lot of noise on drilling end of rig. Started on Sea Gem in 1965. 10 days on, 5 off. 12 hour shifts. Effect of work on family life - compares with times away on land-based drilling. Attraction to many of shorter times away offshore in North Sea than eg the Middle East. Got used to being away. Wife had parents nearby. Personal relationships offshore sometimes got tense. Few safety precautions taken offshore. Everyone felt confident. Explains. Can recall no safety drills. Nobody was excited the day gas was discovered in commercial quantities through tell-tale signs in drilling mud. Describes test for gas. Significance of the discovery - first, and by an all-British crew. Sea Gem expected to move on to another parcel (site). Normally the production people would take over. After the tests, the well was cased in steel, steel casing cemented in. Details of procedure. Well was about 11,000 feet. Safety well head - Christmas tree - put on. Explains purpose, positioning. Explains purpose of mud lining of hole. Compares with swallow's nest. Details re activities over next weeks. Press/media people got excited. It was like working in a goldfish bowl with aircraft, helicopters flying around. Often had visitors to rig, eg Minister of Power (Fred Lee), Prime Minister (Harold Wilson) etc. Lot of television coverage. No safety training for visitors to rig. All crew were highly qualified. Former policeman from home town (Molly's uncle) joined as first-aider/steward. Feelings about this. Details re him. Sea Gem Disaster Boxing Day 1965: Recalls chance circumstances leading to being on Sea Gem at time of disaster. Recalled from Christmas leave because of need to move the rig during favourable tides. Sequence of events leading to arrival on rig at about 13.45 Boxing Day. Describes weather. Went down and had Christmas lunch. Describes special Christmas cake. Tins of beer issued but doesn't like beer. Went off duty. Was reading book on bunk when sequence of lowering jacks began but rig suddenly lurched, tilted. Details. A helicopter couldn't have landed. Got life jacket. Describes scene outside. Some, in lower accommodation cabins trapped, drowned because of twisted metal doors. Recalls Ivan Mitchell's superhuman effort to get out. He still has scars. Went to helicopter deck. Reference steward Stringfellow, ex Korean war. Left helicopter deck, went down to get off. Rest on helicopter deck died. Details.

Tape 3 Side B: Sea Gem Disaster Boxing Day 1965 (cont'd): Explains own decision not to stay on helicopter deck. Attitude of those up there. Details re own intentions re life raft. Difficulties. Success with second life raft. Got 13 people aboard. Details re dangerous return for a 14th man, suddenly rough weather. Life raft overloaded, had to bail out. Reference Ivan Mitchell. Saw Sea Gem turn turtle, take men with it. Seen by passing British ship, Baltrover, a mile away. Reference Mayday. Details of rescue. Worst part was getting up onto ship. Explains. Details re time in water etc, treatment on Baltrover, own clothing etc. No Mayday had gone out from Sea Gem. Mentions testing of life boat short time before disaster. Describes own reaction to situation. Describes wreckage etc. RAF helicopter got entangled with wreckage. Explains. Mentions other raft of survivors rescued, others who died of exposure. Went back to Hull, injured taken off. Issued with clothing by Salvation Army. Had injured leg, kept in hospital overnight. Phoned home. Wife saw news flash on television, didn't know outcome till own telephone call. Reaction of people in the village who had seen KT in village same morning. Recalls scene in dinghy, unconscious people etc. Difficulty lifting them up on to ship. Recalls loads of stuff in the sea, eg drums of high octane fuel for the helicopter. Dangerous situation for all. Brought home by BP taxi. Home about 36 hours after leaving. Slept like a baby afterwards. House milling with people. Doesn't dwell or dream about disaster. Wouldn't go and see film Titanic. Explains. Goes cruising, not worried about the sea. Some men have never got over it - one has nightly nightmares. Bonding effect on survivors who meet regularly - like UBX lads who meet every year. Mentions being referred to in books. Turned down job building Sea Quest in Belfast. Explains. Drilling finished around Eakring. Off work for 6 months with injured leg. Would have gone offshore again. Describes terrified reaction of others who did go offshore again when storm struck. They had to pack up on offshore rigs. Details re members of Sea Gem crew who died: Paul Belgiral, a Frenchman; Sam Coull, a bag of nerves before disaster - details; JP Daily; A Edwards, last body to be found - recalls difficult visit to his family; CA Fox, apprentice; RS Gibson, senior electrical engineer; G Gough, catering; Colin Grey, radio operator, champion swimmer, died in lifeboat - had been going to follow him, explains decision not to; DC Henderson, derrick man, a Fifer; Ivor Hodgson, first body to be picked up; FR Smith, crane driver who changed shift with KT; Derek Stringfellow who fastened KT's lifebelt - saw his wife afterwards. Details re others: Geoff Broughton now dead; TM Cooper later killed in a road crash; Kim Forsyth now dead; RM (Bob) Hessey, Tool Pusher, still alive; SM (Stan) Johnson, Molly Topham's uncle, 1st aid man; Bill Maddock; Ivan Mitchell; JH (Jack) Strachem now dead; D Sutherland, American rig-lowering specialist, felt responsible, had heart attack, died next day. 1966-70 Returned to Eakring, did maintenance work. Central Generating Board (CGB). For next 25 years specialised in safety matters. Retired. Set up Oil Museum at Eakring. Reference item in newspaper re possibility of starting drilling again at Eakring. Comments on attraction of oil industry.