Safety Performance Helicopter

Safety performance of
helicopter operations in
the oil & gas industry
1998
Report No. 6.83/300

December 1999
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around the world in many different terrains. We collate and distil this valuable knowl-
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Safety performance of helicopter
operations in the oil & gas industry
Report No: 6.83/300

December 1999
Authors
Aviation Subcommittee
The International Association of Oil & Gas Producers is the international association of oil com-
panies and petroleum organisations formed in 1974. It was established to represent its members
interests at the International Maritime Organisation and other specialist agencies of the United
Nations, and to governmental and other international bodies concerned with regulating explora-
tion and production of oil and gas. While maintaining this activity, OGP now concerns itself with
all aspects of exploration and production operations, with particular emphasis on safety of person-
nel and protection of the environment, and seeks to establish industry positions with regard to
such matters.
As of the end of 1999, OGP has 58 members made up of 48 oil companies and 10 international oil
industry associations operating in more than 60 different countries. The Safety, Health & Person-
nel Competence Committee (SHAPCC) of OGP has observers from IADC, IAGC and IMCA in
its membership.
Oil industry helicopter operations and safety review
Preface
This is the first International Association of Oil and Gas Producers (OGP) oil industry helicopter
report that has been formally published. The OGPs Aviation Subcommittee has been collecting
this data since 1994, but has previously published only a Subcommittee report.
The principal purposes of this report are to record the safety performance of helicopter operations
in the oil and gas industry in 1998, to compare 1998 results to previous years, and to provide OGP
members and others with data that can be used to benchmark their aviation performance against
the global industry.
OGP report 6.80/295 Safety performance of the global E&P industry is derived from survey
returns provided by OGP member companies and it reports fatalities and Lost Time Injuries
(LTIs) for a11 industry activities including aviation; whilst the report provides overall safety
trends within the industry, aviation safety and operational performance are not comprehensively
covered.
This OGP world wide review of safety performance of helicopter operations in the oil & gas indus-
try is complementary to the above referenced report and provides a comprehensive survey, covering
helicopter accident and fatality rates, and analyses accident causes by region and type. Accidents to
fixed wing aircraft are also addressed. Because of its detail and scope, it is the preferred document
for use in aviation risk assessment work and in the classification and analysis of aviation accidents.
It does not cover LTIs, as this data would be difficult to collect on a global scale.
In comparing exposure rates between different forms of activity, it should be noted that the fatality
rate in this document is related to flight time exposure, whereas in Report 6.80/295 such rates are
based on working shift exposure.
The key indicators for analysis of aviation operations safety performance are numbers of fatalities
and accidents recorded, hours flown, passengers carried, and flights performed. The report presents
worldwide results against these indicators, and presents the rates of exposure by helicopter activity
performed, type of helicopter flown, and by country.
The method used in this report for measuring safety performance relative to exposure is the same
as that typically used by aviation regulatory authorities such as the UK CAA, US FAA, the insur-
ance industry, and the oil industry.
The definition of an aviation accident is the same as that used by the regulatory authority for
the country for which the data is gathered.
As such, some incidents may be reported as accidents by some countries, but not by others.
We do our best to report those serious incidents in the document narrative, but not in the
statistical analysis. Since incidents are not necessarily reported, it would be difficult to track
all occurrences and differences. Therefore, only confirmed accidents are reported statistically.
All countries do however, count a fatal occurrence as an accident, so comparison of fatality
rates is highly relevant.
Beginning with the 1997 report, the Aviation Subcommittee began collecting and expanding its
safety database to include the factors indicated below.
Helicopter categories, based on numbers of engines and numbers of seats (single engine, light
twin, medium twin, and heavy twin - see definitions.)
The relative exposure and risk of fatality for each 100,000 occupants carried. This factor had
not previously been considered and has allowed the Subcommittee to analyze the relative risk
of the different helicopter categories.
This 1998 report is the Aviation Subcommittees first attempt to gather activity for all oil and gas
aviation related activity, as only Offshore helicopter activity had been gathered previously.
2000 OGP i
International Association of Oil & Gas Producers
Data added for 1998 includes helicopter operational and safety data for seismic, geophysical,
pipeline, and other support operations. Also added were known industry aeroplane accidents
without statistical details.
The data for the offshore segment is the most complete, and believed to be most accurate
statistically.
There are countries for which the operations data accumulated is incomplete, but the accidents
for those areas have been included, so the accident rates are likely overstated.
Support from the OGP membership, and responses from a number of OGP member companies
and 136 helicopter operators worldwide for this safety and operations review, is not only appreci-
ated, but also vital in establishing a meaningful report. Continued support is encouraged for the
future.
It is anticipated that by sharing this information with all operators, global participation in the
annual review will be encouraged, and safety initiatives can then be focused on reducing accidents
where trends are apparent.
This is the first Aviation Subcommittee report in which specific initiatives are made for
member companies to consider that are focused on impacting accident causal factors.
Wherever practicable, results are presented graphically. The data underlying the main body of this
report are tabulated in the Appendices.
ii 2000 OGP
Table of Contents
Overall results for aeroplanes and helicopters

1.1 Fatalities .......................................................................................................................................... 1
1.2 Injuries ............................................................................................................................................ 2
1.3 Accidents and causal factors ............................................................................................................ 3
1.4 Database.......................................................................................................................................... 6
1.5 Highlights for worldwide aviation operations .................................................................................. 6
Worldwide helicopter results

2.1 Operational results for all helicopters .............................................................................................. 7
2.2 Fatalities ........................................................................................................................................ 11
2.3 Injuries .......................................................................................................................................... 14
2.4 Total recordable accidents and causes ............................................................................................ 15
2.5 Results by country......................................................................................................................... 18
2.6 Database........................................................................................................................................ 18
2.7 Highlights for worldwide helicopter operations ............................................................................. 18
Results for offshore helicopters

3.1 Operational results for offshore helicopters.................................................................................... 19
3.2 Fatalities ........................................................................................................................................ 23
3.3 Injuries .......................................................................................................................................... 28
3.4 Total recordable accidents and causes ............................................................................................ 29
3.5 Database........................................................................................................................................ 30
3.6 Highlights for worldwide offshore operations ................................................................................ 30
Operational results for helicopters excluding offshore

4.1 Results for seismic helicopters........................................................................................................ 31
4.2 Results for pipeline helicopters ...................................................................................................... 33
4.3 Results for geophysical helicopters................................................................................................. 35
4.4 Results for other industry support helicopters................................................................................ 36
4.5 Highlights for helicopters excluding offshore................................................................................. 37
Conclusions and initiatives for industry consideration

5.1 Initiatives for industry consideration ............................................................................................. 39
5.2 Reduce accidents caused by flying into terrain, water or obstacles (FITWO) ................................ 39
5.3 Reduce accidents caused by mid-air collision................................................................................. 39
5.4 Reduce accidents caused by aircraft malfunction........................................................................... 40
5.5 Improve helicopter survivability .................................................................................................... 40
5.6 Sharing of incident, accident and hazard reports ........................................................................... 40
Appendixes
A Operational data ........................................................................................................................... 41
B Helicopter accident data ................................................................................................................ 43
C Helicopter data by country ............................................................................................................ 57
D Aeroplane accident data................................................................................................................. 61
E Glossary of terms........................................................................................................................... 63
F Contributing companies................................................................................................................ 65
2000 OGP iii

iv 2000 OGP
1 Overall results for aeroplanes and helicopters

Detailed information such as flight hours, passengers carried, etc. has been gathered only for helicopters, and
that is the focus of this report beginning in Section 2.
Oil and gas industry aviation statistics compare very favorably to non-industry aviation safety and operational
performance.
The accident rate for U.S. commercial helicopters per 100,000 hours was 3.15, and the fatal rate 0.75, while
the oil and gas helicopter industry rates world-wide were 1.87 and 0.77 respectively.
The U.S. scheduled airline accident rate per 100,000 departures was 0.41, the oil and gas helicopter indus-
try rate was 0.62 (oil and gas offshore helicopters only was 0.36).
The U.S. accident rate for commercial hire aeroplane per 100,000 flights was 3.11 and the fatal rate 0.67,
while the oil and gas helicopter industry flight accident rates were 0.62 and 0.77 respectively.
For information purposes, the known aeroplane accidents (Appendix D) are included, but no supporting infor-
mation (numbers of flight hours, passengers carried, etc.) is available.
Since aeroplane support information is not available, the aeroplane accidents rates, etc. will not be discussed in
the same detail as helicopters.
1.1 Fatalities
Total fatalities Total fatal accidents by aircraft
There were a total of 133 aviation fatalities Helicopters had 9 fatal accidents and aeroplanes 4,
reported. totaling 13 fatal accidents.
There were 47 fatalities in helicopters and 86 in Aeroplane operations had far fewer accidents (6)
aeroplanes. reported than helicopters (22).
Industry wide, 46% of all aviation accidents were Aeroplane operations had much higher percentages
fatal. of the total fatalities (65%) and accidents with fatal-
ities (67%).
Together, these amount on average to over 2.5
deaths per week for the industry. 41% of the 22 helicopter accidents were fatal and
67% of the 6 aeroplane accidents were fatal.
28 Accidents 13 Fatal accidents
Helicopter Aeroplane Helicopter Aeroplane

22 (79%) 6 (21%) 9 (69%) 4 (31%)
2000 OGP 1
Worst accidents
The worst helicopter accident was a mid-air colli- It should be noted that it is unusual for the oil and gas
sion between two offshore helicopters in the Gulf industry to have a fatal aviation accident involving such a
of Campeche, Mexico and resulted in 22 fatalities. large number of people. More typical would be 20 or less
for a single event.
The worst aeroplane accident, caused by apparent
engine malfunction, was in Peru and resulted in 74
fatalities.
1.2 Injuries
Total injuries Injuries by type aircraft

There were a total of 17 injuries reported for avia- Helicopters reported 13 injuries, with a relationship
tion operations. of 3.6 fatalities for every injury reported (injuries
28 percent of reported fatalities).
For all aircraft, injuries had a relationship of 7.8
fatalities for every injury reported (injuries 13% of The helicopter injuries were 4 in single-engine heli-
fatalities reported). copters and 9 in medium twin-engine helicopters.
Aeroplanes reported 4 injuries, with a relationship
17 Aviation injuries of 21.5 fatalities for every injury reported (injuries
30 5 percent of reported fatalities).
Aeroplane
28
Helicopter Aeroplanes reported 2 injuries each in single engine
25 All aircraft piston and single engine turbine.
35% of the injuries were minor and 65% serious.
20
Injury Rates
The aviation relationship for reported injuries to
15 fatalities is the opposite reported for the oil and gas
13
industry for all activities.
10 9 For all activities, the oil and gas industry reported 19
injuries for each fatality whereas aviation reported
5 7.8 fatalities for each injury.
5 4
2 2
Injury rates such as TRIR, LTIF, etc. are not reported for
aviation flight operations, nor were non-injured occupants
0 reported.
Minor Serious %injured vs fatal
2 2000 OGP
1.3 Accidents and causal factors

Total Accidents
There were 28 accidents with losses or damage to A listing of all accidents, fatal and nonfatal, for both
30 aircraft (2 helicopter midair collisions accounted aeroplanes and helicopters is attached in Appen-
for 4 aircraft). dixes B and D respectively.
Helicopters accounted for 22 accidents and aero-
planes for 6.
28 Accidents
150 Aeroplanes
133
Helicopters
All aircraft
120
# reported
86
90
69 67
60
46 47
41
31
28
30 22
13
9
4 6
0 # fatal accidents # accidents % of all fatal accidents fatal accidents as # fatalities

% of total accidents
Accident causes
The most common causes of the 28 industry aircraft
accidents were flying into terrain, water or obstacles
(FITWO) and engine related, each accounting for
7 accidents (50% of the total).
Helicopters had 5 of the 7 engine related accidents
and 5 of the 7 FITWO accidents.
Accident causes, all aircraft (28 total)
The third most common cause of helicopter acci- Landing gear
dents was control malfunction, which involved 3 1 (4%) Unknown
Hard landing 1 (4%)
accidents (10%). 1 (4%)
Aircraft overload Engine related
The fourth most common cause of accidents was 1 (4%) 7 (24%)
midair collisions, which accounted for 2 accidents Refuel
involving 4 Offshore helicopters and 23 fatalities. procedure
1 (4%)
Of the 6 aeroplane accidents, 2 each were engine
Mid air
related and FITWO, 1 was landing gear related 2 (7%)
and 1 unknown.
Lightning
Half (3) of the aeroplane accidents were in multi- 1 (4%)
engine turbine, and 1 each single turbine, single Control
piston and multi-engine piston. malfunction
3 (10%)
External load
procedure Flight into terrain,
Tie down proceedure
2 (7%) water, obstacle
1 (4%)
7 (24%)
2000 OGP 3
6 aeroplane accidents 6 aeroplane accidents
Flight into terrain,

weather, obstacle Single piston
Engine related Multi piston
2 (17%) 1 (17%)
2 (17%) 1 (17%)
Single turbine
1 (17%)
Unknown Landing gear Multi turbine
1 (33%) 1 (33%) 3 (49%)
Fatal accident causes

There were a total of 13 fatal accidents, 4 involving Two of the FITWO accidents involved aeroplanes
aeroplanes and 9 helicopters. and five involved helicopters.
The largest common cause for fatal accidents for Three helicopter FITWO accidents occured at
both helicopters and aeroplanes were flight into ter- night, resulting in 2 fatal accidents with 5 fatali-
rain, water, or obstacles (FITWO), accounting for ties.
22 of the 133 fatalities, 7 of 28 accidents, and 6 of
See Section 2.4 for additional helicopter causal
13 fatal accidents
factor details.
The largest cause of helicopter fatalities were mid-
The fatal accident cause, which had the second
air collisions between helicopters, which accounted
most occurrences, was midair collisions.
for 23 of the 47 fatalities in two separate accidents.
The largest cause of aeroplane fatalities was an
engine-related malfunction, which accounted for
74 of the 86 aeroplane fatalities in one accident in
Peru.
# fatalities and causes
80 Helicopters 133 total fatalities:

74 74 86 aeroplane
Airplanes 47 helicopter
70
# fatalities
60
# fatalities
50
40
30
22 23 23
20
13
9 9 9
10
2 2 3 3
0 Engine related Flight into terrain, External load Control malfunction Mid air Unknown
weather, obstacle procedure
4 2000 OGP
Multi-engine turbine aeroplanes accounted for 89%

of the aeroplane fatalities with one engine related
accident in Peru causing 74 fatalities.
Multi-engine piston aeroplanes accounted for 10%
of the aeroplane fatalities with a 9 fatality accident
in Norway, which was FITWO related.
Single-engine piston aeroplanes accounted for 1%
of the aeroplane fatalities and single turbine aero-
planes had no reported fatalities.
86 aeroplane fatalities
Single piston Multi piston

1 (1%) 9 (10%)
Single turbine
0
Multi turbine
76 (89%)
7
Helicopters
6 Airplanes
6
Total
13 fatal accidents
5
# fatalities
4
4
2 2 2 2 2
2
1 1 1 1 1 1
1
0 Engine related Flight into terrain, External load Control malfunction Mid air Unknown
weather, obstacle procedure
2000 OGP 5
1.4 Database
Participation Global representation
A number of oil and gas industry companies con- Operations in 50 countires are covered in the data-
tributed data and 136 helicopter operators submit- base
ted information.
Helicopters: see section 2.6.
It is estimated that the operators supplied 90% of
Aeroplanes: for aeroplanes, only accident data was
the detailed information
gathered.
The oil and gas industry companies generally do
not do a good job of tracking aircraft flying hours,
passengers carried, fatalities, injuries, etc. for world-
wide operations.
1.5 Highlights
Fatal accident causes Data gathering
The leading causes of fatal aviation accidents are Those OGP member companies that are not sub-
flying into terrain, water, or obstacles (FITWO) mitting the aviation safety statistics and operational
and midair collision. data to the Aviation Subcommittee are encouraged
to do so for company operated aircraft.
A significant number of FITWO accidents occur at
night. Similarly, those companies should collect and submit
data for their contracted aviation operations.
No helicopter fatalities were related to engine fail-
ure. Non-members are also encouraged to submit data
for the OGP industry report.
Fatalities versus injuries
The fatal risk versus injury risk is very high for avia- Helicopter detailed analysis
tion operations when compared to all oil and gas A detailed analysis of all helicopter safety and oper-
activities ational performance is attached in the remainder of
this report.
There was 1 fatality to 19 injured for all activites
and 7.8 fatalities for 1 injury in aviation.
6 2000 OGP
2 World wide helicopter results

This is the first year that data other than offshore helicopters supporting oil and gas operations has been gath-
ered. Included in this report in addition to offshore helicopters, are the safety and operations performance data
for seismic, geophysical, pipeline, and other miscellaneous helicopter support.
The information gathered for these new activities is not believed to be as complete as the data for offshore
helicopters, but it is representative. It is also believed that most accidents for these activities have been reported,
but since the activity levels may not be as complete the accident rates may be overstated for these activities.
The global database for helicopters in support of oil and gas industry includes the levels of activity noted
below.
1.2 million hours flown
10.2 million passengers carried
3.7 million flights performed
1,440 helicopters utilised
Oil and gas industry results compare very favorably to non-industry aviation safety and operational perform-
ance statistics.
2.1 Operational results for all helicopters

Helicopter fleet mix:
1,440 helicopters represented
Number of helicopters by type

Activity Single engine Light twin Medium twin Heavy twin Total fleet
Offshore 465 118 444 182 1209
Seismic 101 3 10 1 115
Geophysical 29 0 0 0 29
Pipeline 18 1 6 2 27
Other support 29 3 22 9 63
Total helicopter fleet 1,440 Total helicopter fleet 1,440
Pipeline Other support

26 (2%) 62 (4%) Heavy twin
194 (13%)
Geophysical Single engine
29 (2%) 642 (45%)
Seismic
114 (8%)
Medium twin
Offshore 482 (33%)
1,209 (84%) Light twin
125 (9%)
2000 OGP 7
Helicopter hours flown:

1.2 million flight hours represented
Hours per type of helicopter
Activity Single engine Light twin Medium twin Heavy twin Total fleet
Offshore 372,688 68,152 404,058 184,605 1,029,503
Seismic 63,943 1,517 11,197 1,876 78,533
Geophysical 11,262 0 0 0 11,262
Pipeline 7,186 113 3,891 252 11,442
Other support 21,348 1,245 14,007 7,136 43,736
Hours flown by helicopter activity Helicopter hours by type
Pipeline Heavy twin

Geophysical 11,442 (1%) Other support 193,869 (17%)
11,262 (1%) 43,736 (4%)
Single engine
476,427 (40%)
Seismic
78,553 (7%)
Medium twin
433,153 (37%)
Offshore
1,209,503 (87%) Light twin
71,027 (6%)
Helicopter Flight Times:

The average annual oil and gas helicopter flight The average oil and gas helicopter flight time dura-
time worldwide per helicopter was 818 hours (U.S. tion worldwide was 19 minutes.
average all activities was 518).
Average flight duration, minutes Average annual flight hours per helicopter
100 1000
86 852
818
80 800
686 703
60 600
440
395
40 400
20 20 21 19
20 200
11
0 0
Offshore Geophysical Other support Offshore Geophysical Other support
Seismic Pipeline World-wide Seismic Pipeline World-wide
8 2000 OGP
Passengers flown:
10,284,263 passengers represented
Passengers (pax) per type of helicopter
Single engine Light twin Medium twin Heavy twin Total fleet
Offshore 2,442,448 361,797 4,598,209 2,362,044 9,764,538
Seismic 145,609 7,705 55,219 4,200 212,733
Geophysical 1,000 0 0 0 1,000
Pipeline 10,011 212 12,852 245 23,320
Other support 72,448 7,804 194,700 7,720 282,672
Passengers by helicopter activity Passengers by type of helicopter
Pipeline Geophysical
23,320 (1%) 1,000 (1%)
Other support Heavy twin
282,672 (4%) 2,374,209 (17%) Single engine
Seismic 2,672,556 (40%)
212,733 (7%)
Light twin
377,518 (6%)
Medium twin
Offshore 4,860,980 (37%)
9,764,538 (87%)
Average no. passengers flown per year Average no. pax flown per day/5 day week
10000 40,000 39,555

37,556
35,000
8,077
8000
7,162 30,000
6000 25,000
4,545 20,000
4000
15,000
10,000
2000 1,860
897 5,000
818 1,087
35 4 90
0 0
2000 OGP 9
Flights flown:
3,699,876 flights represented
Number of flights per type of helicopter
Offshore 1,404,852 213,711 1,204,177 269,503 3,092,243
Seismic 404,479 828 28,410 6,965 440,682
Geophysical 7,896 0 0 0 7,896
Pipeline 11,919 204 21,704 1,188 35,015
Other support 63,334 2,864 41,606 16,236 124,040
Flights by helicopter activity Flights by type of helicopter

Pipeline Heavy twin
Geophysical 35,015 (1%) Other support 293,892 (17%)
7,896 (1%) 124,040 (3%)
Single engine
Seismic 1,892,480 (40%)
440,682 (12%)
Medium twin
1,295,897 (37%)
Offshore Light twin

3,092,243 (83%) 217,607 (6%)
Average # flights per day Average # flights per helicopter per year
12000 4,000 3,852
10,137 3,500
10000
3,000
8,299
8000 2,506 2,577
2,500
1,994
6000 2,000
1,500 1,347
4000
1,000
2000
1,207 500
277
96 340
22
0 0
10 2000 OGP
2.2 Fatalities
Total fatalities
There were a total of 47 helicopter fatalities reported Together, these amount on average to over 0.91
in 1998 for the oil and gas industry. deaths per week for helicopters.
9 (41%) of the reported 22 helicopter accidents
were fatal.
22 world-wide accidents by type helicopter
50 47
# accidents
# fatal accidents
# fatalities
40
# reported
30 27
22
20
11
10 9
10 8 8
5
3
2 2 2 1 2
0 Single engine Light twin Medium twin Heavy twin 1998 totals
Total fatal accidents by type helicopter

Medium twins had the highest number of recorded
fatalities, 27 (57% of the total 47)
Light twins had the second highest number of fatal-
ities at 10 (21% of the total). 47 helicopter fatalities by activity
Single engine helicopters had the third highest
number of fatalities at 8 (17% of the total), but
none of the fatalities were due to engine failures. Other support
Seismic
6 (13%)
0
Heavy twin helicopters had the lowest number of Offshore
Pipeline 35 (74%)
fatalities at 2 (4% of the total).
4 (9%)
Total fatal accidents by type activity Geophysical

The highest number of fatalities, 35 (74%), occurred 2 (4%)
in the offshore segment.
Seismic activity had 0 fatal accidents.
2000 OGP 11
World wide accidents by activity

35
35
# accidents
# fatal accidents
30
# fatalities
fatal accident rate
25
# reported
20
15
11
10
7
6 6
5 4
2 2
0 1 1 1 1 1
0
0 Offshore Seismic Pipeline Geophysical Other support
Worst accident Fatal accident rates for all helicopter activities

The worst helicopter accident was a mid-air colli- The overall fatal rate for all helicopter activity was
sion between a Medium and Light Twin offshore 0.77 per 100,000 flight hours.
helicopter in the Gulf of Campeche, Mexico that
Geophysical operations had the highest overall fatal
resulted in 22 fatalities of the 47 reported.
accident rate at 8.88 fatalities per 100,000 flight
In the last two years, there have been three mid-air hours.
collisions resulting in 24 fatalities.
Pipeline operations had the second highest rate at
The second worst accident was a management sup- 8.74, and other support third highest at 2.29.
port flight in which a Single Engine helicopter was
The support categories with the lowest number of
flown into the terrain with 6 fatalities.
fatalities per 100,000 hours flown were offshore at
The third worst accident was a Medium Twin in 0.58 and Seismic at 0.
which a control malfunction resulted in 5 fatali-
ties.
Fatal accident rates industry comparisons

The accident rate per 100,000 hours for all com- Fatal accidents/100,000 hours
mercial helicopter operations in the US was 3.15 Other support
Offshore
and the fatal rate 0.75, while the OGP rate world- 2.29
0.58
wide was 1.87 and 0.77 respectively.
The US scheduled airline accident rate 100,000
departures was 0.41, the oil and gas industry rate
was 0.62 (oil and gas offshore helicopter 0.36).
The US rate for all non scheduled commercial hire
aeroplane flights was 3.11 per 100,000 hours and
the fatal rate 0.67, while the oil and gas industry
helicopter rates were 0.62 and 0.77 respectively.
Geophysical
Pipeline
8.88
8.74
Seismic
0
12 2000 OGP
Fatal accident rates by type helicopter

The overall number of fatal accidents for helicop- Single engine helicopters had the lowest overall fatal
ters per 100,000 hours flown was 0.77. rate at 0.42, followed by heavy twins at 0.52.
Medium twins had the highest overall fatal rate at
7.04 fatal accidents per 100,000 hours,, followed by
Light Twins at 2.82.
All helicopter #accidents/fatal accidents per 100,000 hours
8 # fatal accidents/100k hours

# accidents/100k hours 7.04
7
5
4.22
3 2.31
2.82
1.85 1.87
2
1.03
0.77
1 0.42
0.52
Occupant risk
1997 was the first year that the OGP Aviation Subcom- The lowest overall rates were 0 for seismic activity
mittee began recording the relative risk to the occupants for and 0.24 for offshore activity.
the helicopter based on the type of helicopter and 1998 is
The helicopter types with the lowest fatal occupant
the first year that the OGP began looking at the same data
rates were heavy twins at 0.07 and single engine at
for types of activity.
0.18.
Occupant risk in the oil and gas helicopter industry
The helicopters with the highest fatal occupant
is calculated based on the number of fatalities per
rates were medium twins at 0.36 and light twins at
100,000 occupants carried.
0.60.
The overall rate for all activities was 0.30 fatalities
This data indicates that light twins had the high-
per 100,000 occupants carried.
est risk to the occupant although they had a lower
The highest number of fatalities per 100,000 occu- fatal rate accident rate than medium twins.
pants carried was in geophysical operations at
22.48.
# fatalities/100,000 occupants by activity All helicopter fatal occupant rate
Other support Offshore
0.24 Heavy twin
1.29 0.07 Single engine
Pipeline 0.18
4.92
Medium twin
0.36
Seismic
0
Light twin
Geophysical
0.6
22.48
2000 OGP 13
Industry Fatal Accident Rate (IFAR) per 100 Industry Fatal Incident Rate (IFIR)
million exposure hours The industry fatal incident rate (IFIR) or number
The industry fatal accident rate or number of fatali- of fatal accidents per 100 million hours of flying
ties per 100 million hours of flying exposure was exposure was 197 for helicopters versus 6.1 for the
928 for helicopters versus 6.8 for the overall OGP oil and gas industry rate for all activities (exclusive
IFAR for all activities (exclusive of aviation). of aviation).
The IFAR rate for helicopters is 136 times higher The industry helicopter rate is 33 times higher that
than that reported for non-aviation activities in the that reported for non-aviation activities in the oil
oil and gas industry. and gas industry.
The seismic rate was 0 and the offshore rate 709.
The remaining activities had significantly higher
levels ranging from 15,783 for geophysical to 3,646
for other support.
IFAR rate by activity - all helicopters per 100 IFIR rate per 100 million exposure hours
million exposure hours
Offshore
Other support
709 Other support Offshore
3,646
608 122
Pipeline
4,308
Geophysical
Pipeline
15,783
17,237 Seismic
0 Geophysical
7,881
Seismic
0
2.3 Injuries
Total injuries: Injuries by type aircraft:
The aviation relationship for injuries to fatalities is The reported helicopter injuries were 4 in single-
the opposite reported for the oil and gas industry engine helicopters and 9 in medium twin-engine
for non-aviation activities helicopters.
Helicopters reported 13 injuries, with a relationship Two injuries were attributed to engine malfunc-
of 3.6 fatalities for every injury reported (injuries tion on single engine helicopters, activity being per-
28 percent of reported fatalities). formed was seismic.
For all activities, the oil and gas industry reported
19 injuries for each fatality whereas helicopters
reported 3.6 fatalities for each injury.
Injury rates such as TRIR, LTIF, etc. are not reported for
aviation flight operations, nor were non-injured occupants
reported.
14 2000 OGP
2.4 Total recordable accidents and causes

Total accidents:
All known accidents were reported, even though Heavy twins had the lowest number of accidents at
some countries with accidents had no or very little 2 (8%), followed by light twins with 3 (13%).
activity data reported.
Offshore operations had the largest number of acci-
There were a total of 22 accidents with 24 helicop- dents at 11, followed by seismic at 7, pipeline at 2
ters involved. and geophysical and other support at 1 each.
Single engine helicopters had the highest number of
accidents at 11 (46%), followed by medium twins
with 8 (33%).
22 helicopter accidents by type helicopter 22 helicopter accidents by activity
Heavy twin
2 (8%) Other support
1 (5%)
Pipeline
Single engine
2 (9%)
Medium twin 11 (46%) Offshore
8 (33%) 11 (49%)
Geophysical
1 (5%)
Seismic
7 (32%)
Light twin
3 (13%)
Accident rates by activity:

Overall accident rate was 1.87 per 100,000 flight Overall accident rate was 0.62 per 100,000 flights.
hours.
Offshore helicopters had the lowest accident rate
Offshore helicopters had the lowest overall accident per 100,000 flights performed at 0.36, followed by
rate per 100,000 hours at 1.07, followed by other other support at 0.81.
support at 2.29.
Geophysical had the worst accident rate per 100,000
Pipeline had the worst accident rate at 17.48 per flights at 12.66, followed by pipeline at 2.86 and
100,000 flight hours, followed by seismic at 8.91 seismic at 1.59
and geophysical at 8.88.
Accident rate/100,000 hours by activity #accidents/100,000 flights by activity
Offshore Offshore
Other support Other support
1.07 0.36
2.29 0.81 Seismic
Pipeline 1.59
Seismic
2.86
8.91
Pipeline Geophysical
17.48 Geophysical
8.88
12.66
2000 OGP 15
Accident rates comparison by activity

Overall comparison for all accident rates by activity The worst overall results were from geophysical fol-
is shown in the chart below. lowed by pipeline.
Offshore operations had the best overall accident
rate, followed by other support.
Overall helicopter accident rates by type activity
25
# fatal accidents/100k hours
# accidents/100k hours
20
# fatalities /100k occupants
# accidents/100k flights
15
10
0 Offshore Seismic Geophysical Pipeline Other support
Accident rates by type helicopter:

Overall accident rate was 1.87 per 100,000 flight Overall accident rate was 0.62 per 100,000 flights
hours. performed.
Heavy twins had the lowest overall accident rate at Single engines had the lowest overall accident rate
1.03 per 100,000 hours, followed by medium twins per 100,000 flights performed at 0.58 followed by
at 1.85. medium twins at 0.62.
Light twins had the worst accident rate at 4.22, fol- Light twins had the worst accident rate per 100,000
lowed by single engine at 2.31. flights performed at 1.38, followed by heavy twins
at 0.68.
All helicopter accident rates
8
7 # fatal accidents/100k hours

accident rate/100k hours
6
accident rate/100k flights
16 2000 OGP
Accident causes: 22 helicopter accident causes

The two largest causes of accidents for helicopters
Aircraft overload
were engine related and FITWO with 5 (22%) 1 (5%) Hard landing
accidents each or 10 (44%) of 22 accidents. 1 (5%)
Refuel procedure Engine related
3 of the 5 fatal helicopter FITWO accidents 1 (5%) 5 (22%)
occurred at night in medium twin helicopters.
Mid air
The third most common cause of helicopter acci- 2 (9%) Lightning
dents was control malfunction, which involved 3 1 (5%)
accidents (13%).
The fourth and fifth causes of helicopter accidents
were mid-air collision and external load procedure
Control
with 2 (9%) accidents each. malfunction
3 (13%)
External load Flight into terrain,

procedure water, obstacle
2 (9%) Tie down proceedure 5 (22%)
1 (5%)
Fatal accident causes:

No helicopter fatalities were reported for engine The largest cause of helicopter fatalities were mid-
related causes. air collisions between helicopters, which accounted
for 23 (49%) of the 47 fatalities in two separate
9 of 22 accidents were fatal.
accidents.
3 of the 4 fatal helicopter FITWO accidents
FITWO resulted in 13 fatalities or 36% of the 47
occurred at night, resulting in 2 fatal accidents
fatalities.
with 5 fatalities. Night flights accounted for 2 of
the nine fatal helicopter accidents. There have been no single engine helicopter fatalities due
to engine malfunction reported for the last two years. Note,
Two of the night flights were industry-supported night
helicopter accident causes and type helicopters involved
training flights.
were first tracked by OGP beginning in 1997.
It is believed that helicopter night flights account for a
small percentage of the total helicopter hours flown, and
night flights appear to have higher accident rates based on
hours flown. Night flight hours are not reported.
9 helicopter fatal accidents by cause 47 helicopter fatalities by cause
Flight into terrain,

weather, obstacle
Mid air Flight into terrain,
2 (22%)
Mid air 13 (28%)
weather, obstacle
4 (45%) 23 (49%)
External load
Control procedure
malfunction 2 (4%)
2 (22%)
External load procedure Control malfunction

1 (11%) 9 (19%)
2000 OGP 17
2.5 Results by country

Attached at Appendix C is a full listing of activity The second highest level of activity was reported by
and accidents by country. the UK with 98K hours representing 104 helicop-
ters.
A total of 50 countries are included in the survey
data. The third highest level of activity was in Brazil with
85K hours representing 69 helicopters.
The U.S. reported the largest activity with 505K
hours reported representing 663 helicopters
2.6 Database
The database is believed to be highly representa- A number of OGP industry companies contributed
tive for the offshore helicopter activity function, as data and 136 helicopter operators submitted infor-
activity has been gathered for several years. mation.
For the other helicopter functions (seismic, geo- It is estimated that the operators supplied 90% of
physical, pipeline, and other industry support) the the detailed information.
activity levels in the database may be understated.
However, for all these helicopter activities it is
believed that the number of accidents reported is
passenger carried, fatalities, injuries, etc. for world-
reasonably accurate.
wide operations.
Thus, for non-offshore helicopter activities, acci-
dent rates may be overstated.
2.7 Highlights
This is the first year that data other than for offshore opera- The helicopter types with the lowest fatal occupant
tions has been collected and since activity data may not rates were heavy twins at 0.07 and single engine at
be complete, accident rates for other than offshore may be 0.18.
overstated.
The helicopters with the highest fatal occupant
Fatal risk industry comparison rates were medium twins at 0.36 and light twins at
0.60.
The fatal risk to occupants is high for helicopters
with 136 times for IFAR risk and 33 times for IFIR Accident causes
when compared to OGP non-aviation fatal risk.
The leading causes of helicopter fatal accidents are
The fatal risk versus injury risk is high for helicop- flying into terrain, water, or obstacle (FITWO) and
ter operations (1 fatal to 19 injured for all activities midair collision.
and 4 fatal for 1 injured in helicopters).
A high percentage of FITWO accidents occured in
Fatal accident rates night flights, and 2/3 involved industry supported
night training flights.
Geophysical helicopters had the highest number of
fatal accidents per 100,000 hours at 8.88, followed No helicopter fatalities were related to engine fail-
by pipeline at 8.74. ures. The last engine related fatalities occured in
1997 involving a Puma.
Seismic helicopters had the lowest fatal rate per
100,000 hours at 0, followed by offshore at 0.58. Seismic activity had 0 fatalities in 1998.
Medium twins had the highest overall fatal rate at Data gathering
7.04 fatal accidents per 100,000 hours.
Those OGP member companies that are not sub-
Single engine helicopters had the lowest overall fatal mitting the aviation safety statistics and operational
rate at 0.42, followed by heavy twins at 0.52. data to the Aviation Subcommittee are encouraged
Occupant risk
Similarly, those companies should collect and submit
The highest number of fatalities per 100,000 occu-
pants carried was in geophysical operations at
22.48. Non-members are also encouraged to submit data
The lowest overall rates were 0 for seismic activity
and 0.24 for offshore activity.
18 2000 OGP
3 Results for offshore helicopters

This is the fourth year that data for offshore helicopters supporting oil and gas operations has been gathered.
Offshore fleet activity for 1998 was nearly identical to that of 1997.
Fatalities in the offshore activity are down 16% from 1997 (35 versus 42).
The number of accidents was the same 1997 and 1998 at 11, while the number of fatal accidents increased
by 1 to 6 from 1997s rate of 5.
Over the last 4 years, the number of operators and oil and gas industry companies submitting data has improved
and the data produced is believed to be highly representative of the offshore industry.
All known accidents were reported, even though some countries with accidents had no or very little operations
data reported. As a result, accident rates may be overstated.
Approximately 90 % of the data received comes from helicopter operators rather from OGP member compa-
nies.
3.1 Operational results
Helicopter fleet mix:

1,209 - up 3 helicopters from 1997 It is believed this restructuring from smaller helicopters to
larger was partially due to development of long distance
Light-twin engine helicopters decreased by 47
deep-water projects. Additionally, economic reductions in
(28%) and single-engine helicopters decreased by
marginal fields resulted in altering modes of transporta-
14 (3%).
tion away from the lighter helicopters to vessels, sharing of
Heavy-twin engine helicopters increased by 18 helicopters, and/or combining of loads onto larger helicop-
(11%) and medium-twin engine helicopters ters.
increased by 46 (12%).
Offshore helicopter fleet by type of helicopter
588
600
North Sea Total fleet 1,209
Gulf of Mexico
500 Others 470
392
400
299
300
200
151
89 94 100
100 73 69
51
21
13
0 Single engine Light twin Medium twin Heavy twin Total fleet
2000 OGP 19
Number of hours flown:

1,029,503 - up 79,130 from 1997
The highest number of hours were flown by medium The largest bulk of the annual hours are flown in
twin helicopters with 404,058 hours (1,107 daily) the Gulf of Mexico (36%).
and followed by single-engine with 372,688 hours
The average hours flown per offshore helicopter was
(1,021 daily).
852 hours annually (2.3 hours daily).
Largest number of hours flown in the North Sea are
with heavy twins with 118,074 hours (323 hours
daily per helicopter)
Offshore hours by type of helicopter Offshore hours by location
Others
Heavy twin 411,118 (40%) Gulf of Mexico
184,605 (18%) Single engine 454,280 (44%)
372,688 (36%)
Medium twin
404,058 (39%) Light twin North Sea
68,152 (7%) 164,105 (16%)
Offshore hours by type of helicopter and location

350,000 Total hours 1,029,503
North Sea
Gulf of Mexico
300,000 Others
250,000
200,000
150,000
100,000
50,000
0 Single engine Light twin Medium twin Heavy twin
20 2000 OGP
Number of flights performed:

3,092,243 - down 92,554 (3%) from 1997 Correspondingly, single-engine helicopters have double
the average numbers of flights per helicopter (3,021
The worldwide average length for an offshore heli-
versus 1,480) of the heavy twin helicopters.
copter flight was 20 minutes.
If the assumption that takeoffs and landings are the
Flights in the North Sea are longer at 39 minutes
most critical flight phases is valid, then single engine
and nearly double the global average.
helicopters should have higher accident rates and cor-
The Gulf of Mexico averaged 20 minutes. responding higher risk to occupants. The data in this
Those offshore flights outside the GOM and North report indicates that this assumption may not be accu-
Sea averaged 18 minutes. rate for offshore operations.
The average number of flights per helicopter world- This discussion on single versus twin engine helicop-
wide was 2,506. ters will be analysed further in section 3.2, Occupant
Risk.
The numbers of flights based on types of helicop-
ters mirrored the changes in the numbers of type Offshore helicopter flights by location
helicopters.
Others
The numbers of flights for the single and light- 1,448,201 (47%) Gulf of Mexico
1,390,773 (46%)
twin helicopters decreased, while the numbers for
medium and heavy twin increased. Since the smaller
helicopters perform more flights per helicopter, even
though the total number of helicopters increased
slightly, the numbers of flights decreased slightly.
The North Sea, while using only medium and heavy
twin helicopters, has significantly fewer flights per
helicopter than the remainder of the world, due to
long distances flown from shore.
The landing and takeoff phases of a flight profile are
often considered the most hazardous.
Since the North Sea averages 36% fewer flights per
North Sea
aircraft (1,682 versus 2,506 globally), it could be 253,269 (8%)
assumed that the risk to the occupants should be
reduced by some factor relative to that reduced expo-
sure.
Offshore flights by type of helicopter and location
1,200 North Sea

Gulf of Mexico
1,025
Others
1,000
825 Total flights 3,092,243

Flights in 100,000
800
600
380
400
212 213
183 167
200
31 42 15
0 Single engine Light twin Medium twin Heavy twin
2000 OGP 21
Passengers flown:
9,764,538 down 6,721 from 1997
Passengers flown in the North Sea total 1.9 million Passengers flown in other locations were 5.1 million
(20% of the total), averaging 7,344 passengers per (52% of the total), averaging 19,729 passengers per
day per 5 day workweek. day per 5 day workweek.
Passengers flown in Gulf of Mexico were 2.7 mil-
lion (28% of the total), averaging 10,483 passen-
gers per day per 5 day workweek.
Offshore passengers by type of helicopter
6
North Sea
Gulf of Mexico 5.1
5 Others
Total passengers 9.7 million

Passengers in millions
4
3.4
3 2.7
1.9
2
1.6
1.5
0.9 0.8
1 0.8
0.5
0.3
0.1 0.1
0 Single engine Light twin Medium twin Heavy twin Total fleet
22 2000 OGP
3.2 Fatalities
Total Fatalities Total fatal accidents by type aircraft:

There were a total of 35 offshore helicopter fatali- Single engine helicopters had no fatal accidents in
ties reported in 1998 for the oil and gas industry. 1998. The last fatal accident for singles was a mid-
air in 1997 with 1 fatality.
This is a reduction of 7 fatalities (16%) compared to
1997s total of 42. Light twin helicopters had 2 fatal accidents (67% of
3 accidents) with 10 fatalities in 1998. Light twins
These are the equivalent of an average of 0.7 deaths
had no fatalities in 1997.
per week for offshore helicopters.
Medium-twin helicopters had 4 fatal accidents
Offshore helicopters had 6 fatal accidents, totaling
(80% of 5 accidents) with 23 fatalities in 1998
35 fatalities, or 5.8 fatalities per fatal offshore heli-
versus 8 fatalities in 1997.
copter accident.
Heavy-twin helicopters had 1 fatal accident (50%
This is an increase of 1 over 1997s total of 5 fatal
of 2 accidents) with 2 fatalities in 1998 versus 33 in
accidents or a (20% increase).
1997.
Industry wide in 1998, 55% of all offshore acci-
dents were fatal.
This is an increase of 10% over 1997, in which 45%
of all offshore accidents were fatal.
World wide offshore accidents
35
35
# accidents *
# fatal accidents
30
# fatalities
11 total accidents
25 23
# reported
20
15
11
10
10
6
5
5 4
3 3
2 2 2
1
* 2 mid-airs, damages to 4 aircraft, recorded as 2 accidents
Worst accidents: Fatal accident and non-fatal accident rates

The worst Offshore helicopter accident was a mid- industry comparisons
air collision between a medium and light twin off- The accident rate per 100,000 hours for all com-
shore helicopter in the Gulf of Campeche, Mexico mercial helicopter operations in the US was 3.15
that resulted in 22 fatalities. and the fatal rate 0.75, while the oil and gas indus-
The second worst Offshore helicopter accident was try offshore helicopter rate worldwide was 1.07 and
a control malfunction in Nigeria that resulted in 5 0.58 respectively.
fatalities, and 4 injuries. The US rate for all non-scheduled commercial hire
aeroplane flights was 3.11 per 100,000 hours and
the fatal rate 0.67, while the oil and gas industry
Offshore helicopter rates were 1.07 and 0.58 respec-
tively.
2000 OGP 23
Fatal accident and non-fatal accident rate analysis

by helicopter type
Single-engine helicopters had the best overall acci- As a further point of comparison and a further
dent rates for both fatal and non-fatal events, with amplification of the earlier discussion on fatalities
a fatal rate of 0 and a non-fatal rate of 0.8 for the 3 based on exposure to takeoffs and landings, the
recorded accidents. chart below provides some points of interest.
There were no fatalities or injuries due to engine It is noted that the ratio between the accident rate
malfunction for single engine helicopters. (0.80) and flight rate (0.21) is 4 to 1 for singles,
drops to 3 to 1 for light and medium twins, while
Medium twin-engine helicopters had the worst fatal
for heavy twins the ratio is 1 to 1.4. Overall indus-
rate at 5.87 fatalities per 100,000 hours with a total
try impact is a drop of almost three times for all
of 4 fatal accidents recorded out of 5 accidents, with
helicopter types combined.
23 fatalities.
Light twin-engine helicopters recorded the worst
overall accident rate at 4.4 accidents per 100,000
hours with 3 accidents, 2 of which were fatal, with
10 fatalities.
Offshore accident rates
6 # fatalities/100k hours
# accidents/100k hours
5 # accidents/100k flights
# reported
0 Single engine Light twin Medium twin Heavy twin 1998 overall
Fatal accident rates for offshore helicopter by area Gulf of Mexico offshore accidents
of activity
Data is shown only for the Gulf of Mexico (GOM) 3.0 # accidents
and the North Sea, as these are the most concen- # fatal accidents
trated areas of activity. 2.5 # fatalities
The GOM had 3 accidents with one fatality from
a mid air collision. A total of four aircraft were 2.0
# reported
involved in the accidents.

The GOM had 6 accidents in 1997 with one fatal- 1.5
ity, a 50% reduction in accidents from 1997 to
1998.
1.0
The fatality count in GOM remained the same at
one per year for 1997 and 1998.
0.5
0.0Single engine Medium twin 1998 overall

Light twin Heavy twin
24 2000 OGP
The overall GOM accident rate was 0.66 and the For 1997, the North Sea had 3 accidents, with 2
fatal rate 0.22. For 1997 the rates were 1.27 and fatal accidents, and 13 fatalities. 1998 was a signifi-
0.21 respectively. cant improvement with only 1/3 the number of acci-
dents and no fatalities.
The overall GoM accident rates for medium and
heavy twins was zero. The North Sea flight rate was 2.42 for heavy twins,
0.38 overall (versus 1.08 for 1997).
While the overall GoM accident rate for singles was
0.99 (no fatalities) and for light twin was 1.83 for
both accident and fatal rate (the only light twin
accident was fatal). Gulf of Mexico offshore accident rates
The rate based on flights for GoM was 0.29 for sin- 2.0 # fatal accidents
gles, 0.55 for light twins, 0 for medium and heavy
# accidents
twins, and 0.22 overall (0.35 overall for 1997).
# flights
The North Sea had only one accident reported
1.5
(lightening strike), involving a heavy twin with no
fatalities. They had no reported single or light twin
activity.
The North Sea activity level is about 36% of the 1.0
annual activity of the GOM relative to flight hours.
For a realistic comparison, the two operations must
be compared over time, and that will be shown in
the next section of this report. 0.5
The North Sea accident rate for 1998 was 0.85 for
the heavy twin and 0.61 overall. For 1997 the rates
had been 1.78 for accidents and 1.19 for fatal acci- 0.0 Single engine Medium twin 1998 totals
dents. Light twin Heavy twin
Fatal and non-fatal accident rates for offshore

helicopters by area of activity over five years
The GOM and North Sea have nearly identical 5 The GOM has a 5 year average fatal accident rate
year average accident rates per 100,00 hours flown
per 100,000 hours flown (0.57) that is more than
at 1.10 and 1.06 respectively. They are both better
double the North Sea rate (0.24). Both are better
than the global 5 year average rate of 1.35 (includ-
than the global 4 year rate of 0.70. This fatal acci-
ing GOM and North Sea). dent rate, however, does not account for relative
exposure to the occupant (see the discussion in the
next section).
World wide accident rates 5 year averages (94-98)
1.5 Gulf of Mexico

1.35 North Sea
World wide
1.2
1.10
1.06
0.9
0.70 0.70
0.57
0.6
0.43
0.31
0.3 0.24 0.22
0.12 0.10
0.0 # accidents/100k hours # fatal accidents/100k hours # fatalities /100k occupants # accidents/100k flights
2000 OGP 25
The GOM and North Sea have nearly identical The global accident rate for 1998 per 100,000 hours
5 year average rates for number of fatalities per flown is at the lowest rate since 1995 at 1.07. Over-
100,000 occupants flown at 0.12 and 0.10 respec- all rate since 1995 is 1.35.
tively. Both are nearly half the global rate of 0.22.
The number of global fatal accidents per 100,000
The North Sea 5 year accident rate for number of hours is up slightly in 1998 at 0.58 from the 1997
accidents per 100,000 flights flown (0.70) is higher rate of 0.53.
than the global rate of 0.43 and more than double
The global accident rate per 100,000 flights flown
the GOM rate of 0.29. This is partially explained
is nearly flat at 0.36 for 1998 versus 0.35 for 1997.
by the longer flight duration in the North Sea, but
the other areas should have a higher risk based on The fatal occupant rate per 100,000 occupants
takeoffs and landings performed. flown was down slightly in 1998 at 0.24 versus 0.29
for 1997.
World wide accident rates/4 years
2.0 # accidents/100k hours

1.82 # fatal accidents/100k hours
# fatalities /100k occupants # accidents/100k flights
1.5 1.36 1.35
1.16
1.07
1.0 0.82 0.85
0.70
0.59 0.58
0.53
0.41 0.43
0.5 0.35 0.36
0.21 0.22
0.12 0.29
0.24
0.0 1995 1996 1997 1998 4 year average
Occupant risk
Beginning in 1997, the OGP began analyzing the Conceptually occupants should be afforded the
relative risk to the occupants of the offshore heli- same relative safety regardless of the type helicop-
copters by considering the number of fatalities to ter, and a standard measurement did not exist pre-
the occupants (crew and passengers) per 100,000 viously.
occupants transported.
Offshore #fatal/100,000 occupants carried
0.8 Gulf of Mexico
North Sea
0.7 World wide
0.6
0.5
0.4
0.3
0.2
0.1
0.0 Single engine Light twin Medium twin Heavy twin 1997 overall 1998 overall
26 2000 OGP
The overall offshore risk of a fatality to occupants As noted in the chart below, covering a five-year
for every 100,000 transported in 1997 was 0.29 period, the relative risk over time for the entire off-
and for 1998 0.24, a slight improvement. shore industry is 0.22. Note years 94-96 were all
estimated based on fatalities, flight hours, etc.
For the GOM, the risk for the last two years has
been 0.02, and for the North Sea 0.49 for 1997 and Although the industry average for offshore opera-
0 for 1998. tions is 0.22 over time, both the GOM and North
Sea have rates approximately 50% lower at 0.12 and
For single engine for 1998, the occupant risk has
0.10 respectively.
been 0 and for 1997 was 0.03.
Although the North Sea and the Gulf of Mexico
For light twin engine for 1998, the risk in the GOM
are two very differing operations, the data does
was 0.22 and worldwide 0.64 (almost three times).
support the position that small single engine heli-
For medium and heavy twins, the only occupant copters can be used with low risk in non-hostile
risk was outside of the GOM and North Sea, where environments where the chances of a successful
the relative risk was 0.33, and 0.07 respectively. autorotation are good, where the occupants can be
The data indicates that for offshore operations in par- protected from the elements, and where the occu-
ticular, engine malfunction in single engine operations pants can be rescued within the limits of expected
does result in some ditchings (6 in the Gulf of Mexico survival times.
in 1998), but the occupants are usually not seriously Likewise, it also supports the position that multi-
injured in these ditching incidents. engine high performance helicopters with full
In non-hostile offshore environments where single instrument capabilities are warranted for hostile
engine helicopters are commonly used and when the climates where the chances of a successful ditch-
occupants can be rescued in a timely manner, the rela- ing are reduced, where the occupants may not
tive risk to the occupants is nearly the same as that be fully protected from the elements, or where
in hostile environments such as theNorth Sea where rescue may not be achieved within expected sur-
multi-engine operations are mandated. vival times.
Conversely for overland single engine incidents,

occupants are sometimes injured more seriously
since the landing impacts can be more severe.
Offshore fatalities/100,000 occupants - 5 year trend
0.49
0.5 Gulf of Mexico
North Sea
World wide
0.4
0.29
0.3
0.24
0.21 0.21 0.22
0.19
0.2
0.14
0.12
0.12
0.1 0.10
0.02 0.02
0 0 0 0
0.0 1994 1995 1996 1997 1998 5 year average
2000 OGP 27
Industry fatal accident rate (IFAR) Industry fatal incident rate (IFIR)
The IFAR rate for offshore helicopters or number of The industry fatal incident rate (IFIR) or number
fatalities per 100 million hours of exposure is 102 of fatal accidents per 100 million hours exposure
times higher than that reported for non-aviation was 122 for offshore helicopters versus 6.1 for the
activities in the OGP industry. OGP industry rate for all activities (exclusive of
third party incidents).
The industry helicopter rate is 20 times higher that
that reported for non-aviation activities in the OGP
industry.
Offshore exposure rates (IFAR & IFIR) per 100 million exposure hours for five years
963
1000 IFAR (fatalities)
IFIR (incidents)
Trend
800
709 694
671
600
432
400
189
168 149
200 112
115
0 1995 1996 1997 1998 4 year average
3.3 Injuries
Total injuries:
There were a total of 6 injuries reported for off-
shore helicopter operations in support of oil and gas
activities.
Overall for all offshore helicopters, injuries had a
relationship of 5.9 fatalities for every injury reported
(injuries average 17% of reported fatalities).
Injuries by type aircraft:

The reported helicopter injuries were 5 in medium
twin helicopters and one in a single engine helicop-
ter.
The 5 medium twin helicopter injuries reported
had a breakdown as follows: 1 from FITWO, 4
from control malfunction (accident versus fatal to
5 others).
The single engine injury was caused by mid-air col-
lision.
28 2000 OGP
3.4 Total recordable accidents and causes

Total accidents: Combined accident causes 1997-1998
As noted previously in this report, there were 11 Where the accident data for 97-98 are combined (11
offshore helicopter accidents and 6 of those were accidents each), the leading cause is still FITWO.
fatal (55%).
The second and third causes are the same as 1998,
Accident causes engine malfunction and mid-airs.
The leading cause of accidents in the Offshore 1997-1998 combined causes of offshore
industry was flying into terrain, water or obstacle accidents
(FITWO) and all three occurred at night in medium Bird strike
twin helicopters. Tail rotor 1 (5%)
1 (5%)
Engine related
The next leading causes were engine malfunction 4 (17%)
and mid-air with two each.
Mid air
There were no injuries attributed to the engine mal- 3 (14%)
functions, but 23 fatalities to the two separate mid- Lightning
airs. 2 (9%)
World wide offshore accident causes - 1998
Tie down Engine related

1 (9%) Control
2 (18%)
malfunction
2 (9%)
External load
Mid air procedure
2 (18%) 1 (5%) Tie down
Lightning
1 (9%) proceedure Flight into terrain,
1 (5%) water, obstacle
7 (31%)
Control
malfunction
1 (9%)
External load Flight into terrain,

procedure water, obstacle
1 (9%) 3 (28%)

The leading cause of fatalities was mid air colli-
sion in two accidents involving 4 helicopters. There World wide offshore fatality causes - 1998
were 23 fatalities. Mid-air accidents accounted for
1
/3 of the fatal accidents. Aircraft involved included Flight into terrain,
1 medium twin, 2 light twins, and one single water, obstacle
engine. Mid air 5 (14%)
23 (66%)
The leading cause of fatal accidents was FITWO, External load
which had two accidents and 5 fatalities. FITWO procedure
2 (6%)
accounted for 1/3 of the fatal accidents.
Aircraft involved in the FITWO accidents were 3 medium
twins all flown at night.
Following up with one accident each was control
malfunction with a medium twin, which resulted
Control
in 5 fatalities and 4 injuries, and improper external malfunction
load procedure with a heavy twin which resulted in 5 (14%)
2 fatalities.
The only type aircraft without an offshore fatality
in 1997 and 1998 were single engine helicopters.
2000 OGP 29
3.5 Database
Participation: Global Representation:
A number of OGP industry companies contributed Operations in 50 countries are covered in the data-
data and 79 helicopter operators submitted infor- base.
mation.
It is estimated that the operators supplied 90% of
the detailed information.
passenger carried, fatalities, injuries, etc. for world-
wide operations.
3.6 Highlights
Fatal risk industry comparison Fatal accident rates

The fatal risk to offshore occupants is high (102 Single-engine helicopters had the best overall acci-
times for IFAR risk and 20 times for IFIR) when dent rates for both fatal and non-fatal events, with
compared to non-aviation fatal risk. a fatal rate of 0 and a non-fatal rate of 0.8 for the 3
recorded accidents.
The fatal risk versus injury risk is high for offshore
operations (1 fatal to 19 injured for all activities and There were no fatalities or injuries due to engine
6 fatal for each injury in offshore helicopters). malfunction for single engine helicopters.
Fatal accident causes: Medium twin-engine helicopters had the worst fatal
rate at 5.87 fatalities per 100,000 hours.
The leading cause of fatalities was mid air collision
in two accidents involving 4 helicopters Occupant risk
The leading causes of offshore fatal aviation acci- For the GOM, the risk for the last two years has
dents are flying into terrain, water, or obstacle been 0.02, and for the North Sea 0.49 for 1997 and
(FITWO) and midair collision. 0 for 1998.
During 1998 all FITWO accidents occurred at For single engine helicopters for 1998, the occupant
night, all with medium twin helicopters with 2 risk has been 0.
of the 3 accidents on industry supported training
flights. Data gathering
Those OGP member companies that are not sub-
No helicopter fatalities were related to engine fail-
mitting the aviation safety statistics and operational
ures.
data to the Aviation Subcommittee are encouraged
Similarly, those companies should collect and submit
Non-members are also encouraged to submit data
30 2000 OGP
4 Operational results for helicopters excluding

offshore
This is the first year that data for helicopters other than offshore helicopters supporting oil and gas operations
has been gathered.
All known accidents were reported, even though some countries with accidents had no or very little operations
data reported. As a result, accident rates may be overstated to some extent for operations other than offshore.
Approximately 90 % of the data received comes from operators rather than OGP members.
4.1 Results for seismic helicopters

Operational Results for Seismic Helicopters
101 single engine helicopters accounted for 89 % of A total of 78,533 flying hours were reported for
the seismic activity. seismic, which was the highest number for helicop-
ter support in the industry outside the offshore seg-
Medium twins accounted for 10 of the 114 total
ment.
helicopters reported.
Average hours flown per helicopter was 686 annu-
ally.
Seismic helicopters - 114 total Seismic hours - 78,533
Medium twin Heavy twin

10 (8%) 1 (1%) Heavy twin
Medium twin 1,876 (2%)
Light twin
Single engine 11,197 (14%) Single engine
3 (2%)
101 (89%) 63,943 (82%)
Light twin
1,517 (2%)
2000 OGP 31
The typical seismic flight duration is 11 minutes, Seismic helicopters carried 212,733 passengers, with
the shortest average in the industry as a result of the largest bulk in single engine helicopters (68%),
most activity being short haul sling loads. and medium twins carrying 26%, with light and
heavy twins accounting for 4% and 2% respec-
tively.
Seismic flights - 440,682 Seismic helicopter passengers - 212,733
Heavy twin
Medium twin Heavy twin 4,200 (2%)
28,410 (6%) Medium twin
6,965 (2%) 55,219 (26%) Single engine
Single engine 145,609 (68%)
Light twin 404,479 (91%)
828 (1%)
Light twin
7,705 (4%)
Fatalities, accidents and associated accident rates

7 Seismic accidents were reported with no fatali- The number of seismic accidents per 100,000 hours
ties. flown was 8.91 and the fatal rate was 0.
6 (86%) of the 7 seismic accidents were in single The number of seismic accidents per 100,000 flights
engine helicopters and 1 in medium twin (14%). was 1.59.
Light twin and heavy twins had no reported seismic
accidents, but also had the lowest activity levels (3%
of activity).
Seismic helicopter accident rates per 100,000 Seismic helicopter accident rates per 100,000
hours - overall 8.91 flights - overall 1.59
Heavy twin 0 Heavy twin 0
Medium twin Single engine Single engine

8.93 9.38 1.48
Light twin 0
Medium twin
3.52
Light twin 0
32 2000 OGP
Fatal risk to occupants Injuries

Seismic was the only activity in 1998 with no fatal The only oil and gas injuries in 1998 due to engine
accidents and 0 occupant risk. malfunction were in seismic operations in single engine
helicopters.
Industry IFAR/IFIR comparisons
Seismic operations had a total of 7 injuries, 2 minor
Seismic was the only activity in 1998 with no fatal
and 5 serious.
accidents and therefore had IFAR/IFIR rates of 0.
Seismic activity accounted for 7 of the 13 oil and
Accident causes gas industry injuries (53%)
3 of the 7 Seismic accidents were engine related
(42%). Database
Data was provided from 37 seismic operators repre-
The remaining accidents were one each due to snagged
senting 18 countries.
sling load, rapid refueling procedure, hard landing,
and over loaded aircraft.
4.2 Results for Pipeline Helicopters

Operational results for pipeline helicopters
8 of 26 (68 %) of the Pipeline helicopters are single Single engine pipeline helicopters accounted for
engine. 63% of the flying hours, and medium twin 34%,
with light and heavy twins accounting for 3%.
6 of 26 (22 %) of the pipeline helicopters are
medium twins. The average flight duration for pipeline operations
was 20 minutes, and the average flight time annu-
Total hours flown for pipeline operations was
ally per helicopter was 440 hours.
11,422, second lowest for an activity segment in the
oil and gas industry.
Pipeline helicopters - 26 total Pipeline helicopter hours - 11,422 total
Heavy twin Heavy twin

2 (10%) 252 (2%)
Medium twin Single engine
Single engine 3,891 (34%) 7,186 (63%)
18 (68%)
Medium twin
6 (22%)
Light twin 0 Light twin

113 (1%)
2000 OGP 33
Medium twin carried the largest percentage of pipe-

line passengers (55%), and single engine (43%),
with light and heavy twins 2%.
Pipeline helicopter passengers- 23,320 total Pipeline helicopter flights - 35,015 total
Heavy twin
245 (1%) Heavy twin
Medium twin
12,852 (55%) 1,188 (3%)
Single engine
10,011 (43%) Single engine
11,919 (34%)
Light twin
204 (1%)
Medium twin
Light twin 21,704 (62%)
212 (1%)
Fatalities, accidents and associated accident rates Fatal risk to occupants

2 Pipeline accidents were reported with 1 being The pipeline fatal risk per 100K occupants carried
fatal (50%). was 4.92.
Both of the pipeline accidents were in medium twins. Industry IFAR and IFIR comparisons
Pipeline activity had the highest functional acci- The pipeline IFAR rate per 100M exposure hours
dent rate per 100K hours at 17.48 (double the geo- was the highest with a rate of 17,237 compared to
physical and seismic rates). 928 for the entire OGP helicopter activity.
The pipeline fatal accident at 8.74 was almost iden- The pipeline IFIR rate per 100M exposure hours
tical to the geophysical rate at 8.88 fatal accidents was 4,308 compared to 197 for the entire OGP
per 100K hours. helicopter activity.
The pipeline accident rate per 100K flights was Accident causes
2.86.
Both pipeline accidents were caused by apparent
control malfunction.
Pipeline helicopter accident rates
Injuries
# fatal accidents/100,000 hours # fatalities/100,000 occupants
There were no injuries in pipeline operations.
8.74 4.92 Database
Data was provided from 20 Pipeline operators rep-
resenting 9 countries.
17.48 2.86
# accidents/100,000 hours # accidents/100,000 flights
34 2000 OGP
4.3 Results for geophysical helicopters
Operational results for geophysical helicopters Fatal risk to occupants

Only single engine helicopters were used for geo- Since geophysical has very low occupant counts,
physical operations. when an accident does occur, the occupant risk is
high.
Total number of single engine helicopters reported
was 28.5. For 1998, the occupant risk per 100,000 occupants
carried was 22.48, the highest rate for all oil and
1,000 passengers were reported, but it is likely these
gas activities.
were equipment operators.
11,262 flying hours were reported, with an average Industry IFAR and IFIR comparisons
of 395 hours flown per helicopter annually. The geophysical IFAR rate per 100M exposure
7,896 flights were performed, with an average flight hours was 15,783 compared to 928 for the entire
time of 86 minutes, the highest for all activity cat- OGP helicopter activity.
egories. Geophysical operations had the highest IFIR rate
The overall activity levels reported for geophysical per 100M exposure hours at 7,881 compared to 197
are the lowest overall for all OGP activity based on for the entire OGP helicopter activity.
hours flown. Injuries
Fatalities, accidents and associated accident rates There were no reported injuries in geophysical oper-
One accident was reported and it was fatal with ations.
two fatalities reported. Accident causes
The overall accident and fatal accident rates per The one single engine helicopter fatal accident was
100,000 hours flown was 8.88. By comparison, the caused by a power line strike (FITWO) in Indone-
offshore activity reported an accident rate of 1.07 sia.
and a fatal rate of 0.58.
Database
Geophysical reported the highest rate of accidents
per 100,000 flights performed at 12.66. This is in Data was provided by 15 helicopter operators repre-
part due to the longer flight duration for Geophysi- senting 8 countries.
cal operations
Geophysical accident rates
# fatal accidents/100,000 hours # fatalities/100,000 occupants
8.88 22.48
8.88 12.66
2000 OGP 35
4.4 Results for other industry support helicopters

Operational results for other industry support
helicopters For other support, single engine helicopters flew
There were a total of 62 helicopters used for other 21,348 hours (49%) of the activity, followed by
support in the industry; examples could include medium twins with 32 % of the flying hours.
management, helirig, etc. The average hours annually per helicopter was 703
The largest bulk of the other support helicopters for other support activity.
were 29 single engine (47%), followed with medium The average flight duration for other support flights
twins with 22 (35%), and heavy twins with 9 and was 21 minutes.
light twins with 3.
Other support helicopters - 62 total Other support hours flown - 43,736
Heavy twin Heavy twin

9 (14%) 7,136 (16%)
Single engine
29 (47%)
Medium twin Medium twin

22 (35%) 14,007 (32%)
Light twin Light twin

3 (4%) 1,245 (3%)
Single engine helicopters recorded the highest The largest number of passengers 194,700 (69%)
number of flights at 63,334 (51%) of the total, and was flown with medium twins, followed by single
light twins had the lowest number at 2,864 (3%). engine with 72,448 (26%).
Other support flights flown - 124,040 total Other support passengers flown - 282,672
total
Heavy twin
Heavy twin
16,236 (13%)
Medium twin
63,334 (51%) 194,700 (69%) Single engine
72,448 (26%)
Light twin
7,804 (3%)
Medium twin
41,606 (33%)
Light twin
2,864 (3%)
36 2000 OGP
Fatalities, accidents and associated accident rates Fatal risk to occupants

There was only 1 accident in the other support The number of fatalities per 100,000 carried in
activity involving a single engine helicopter and it other support is 1.29.
resulted in 6 fatalities.
Industry IFAR and IFIR comparisons
The overall accident and fatal accident rates per
The other support IFAR rate per 100M exposure
100,000 hours flown was 2.29. By comparison, the
hours was 3,646 compared to 928 for the entire
offshore activity reported an accident rate of 1.07
OGP helicopter activity.
and a fatal rate of 0.58.
Other support operations had an IFIR rate per
100M exposure hours at 608 compared to 197 for
Other support accident rates
the entire OGP helicopter activity.
# fatal accidents/100,000 hours # fatalities/100,000 occupants Injuries
There were no injuries reported in the one fatal
2.29 1.29 accident.
Database
Data was provided by 24 helicopter operators rep-
2.29 0.81 resenting 16 countries.
4.5 Highlights for helicopters excluding offshore
Operational results Geophysical operations had the highest IFIR rate

per 100M exposure hours at 7,881 compared to 197
Fatalities, accidents and associated accident rates for the entire OGP helicopter activity.
6 (86%) of the 7 Seismic accidents were in Single
Engine helicopters Injuries
3 of the 7 Seismic accidents were engine related Seismic activity accounted for 7 of the 13 oil and
(42%). gas industry injuries (53%)
Pipeline activity had the highest accident rate per The only oil and gas injuries in 1998 due to engine mal-
100K hours at 17.48 (double the geophysical and function were in seismic operations in single engine heli-
seismic rates). copters.
Geophysical reported the highest rate of accidents Database

per 100,000 flights performed at 12.66. Those OGP member companies that are not sub-
mitting the aviation safety statistics and operational
Fatal risk to occupants
data to the Aviation Subcommittee are encouraged
For 1998, the geophysical occupant fatality risk per to do so for company operated aircraft.
100,000 occupants carried was 22.48, the highest
rate for all oil and gas activities. Similarly, those companies should collect and submit
Industry IFAR and IFIR comparisons Non-members are also encouraged to submit data
The pipeline IFAR rate per 100M exposure hours for the OGP industry report.
was the highest with a rate of 17,237 compared to
928 for the entire OGP helicopter activity.
2000 OGP 37
38 2000 OGP
5 Conclusions and initiatives for industry

consideration
Aviation accidents and numbers of fatalities in the oil and gas industry are high compared to non-aviation
industry segments.
There are trends in accident causes that can be used to focus safety programs to assist in improving safety
performance. The leading accident trends are:
Flying into Terrain, Water, Obstacles
Mid Air Collisions
Aircraft Reliability
Engine
Control Malfunction
Where possible and approved for the aircraft model, aircraft survivability and reliability should be improved to
reduce the number of fatalities.
The industry could improve sharing of information on incidents and hazards.
5.1 Initiatives for industry consideration

Listed in the remainder of this section are initiatives for It is understood that installation of additional aircraft
the oil and gas industry to consider that have potential equipment may be difficult to achieve for short term or
to improve overall safety performance and reduce risk ad-hoc charter of aircraft.
to occupants.
5.2 Reduce accidents caused by flying into terrain, water or obstacles (FITWO)
Aircraft equipment Operations
Installation of additional equipment in the aircraft Emphasise customer support of operational proce-
that could provide additional alert to the pilot dures that may reduce risk, such as: enforcement of
when operating in close proximity to the ground or weather minima.
water.
Development of adverse weather criteria to provide
Items that could be considered include radio altim- guidance on when flying operations should be
eters with visual and audio alerts and ground prox- restricted.
imity warning systems.
Conduct offshore night flights to full IFR stand-
Training ards.
Where reasonably available, instrument training in
flight simulators for aircrews.
Recurring instrument and night training programs
and maintenance of night currency at periodic inter-
vals.
5.3 Reduce accidents caused by mid air collision

Aircraft equipment Operations
Installation of collision avoidance systems on air- In high traffic areas, establishment of procedures to
craft. control traffic flow and altitude separation.
Installation of high visibility lighting systems. Training
Additional training for aircrews on proper scan out-
side the cockpit during visual flight.
2000 OGP 39
5.4 Reduce accidents caused by aircraft malfunction

Aircraft equipment Operations & technical
Vibration Monitoring or Health Unit Monitoring Establish daily trend monitoring programs.
Systems (HUMS) are encouraged for installation
Conduct engine power assurance checks at periodic
to monitor critical components.
intervals, daily is encouraged.
Perform periodic engine cleaning and/or washing.
Consider intervals more frequently than recom-
mended by manufacturers.
Encourage manufacturers to share leading causes
of engine malfunction with the industry.
5.5 Improve helicopter survivability
Aircraft Equipment Training
Upper Torso Restraints (UTR), should be consid- Helicopter Underwater Escape Training (HUET)
ered for helicopter operations for all seats. should be conducted at periodic intervals for air
crew and passengers who fly offshore as part of their
Egress modifications that have been approved for
routine duties.
aircraft should be installed.
Portable emergency radio/beacons should be car-
ried in life rafts and by pilots while flying.
Consider flight helmets for seismic, geophysical and
other flight operations that are typically flown in
close proximity to terrain.
5.6 Sharing of incident, accident and hazard reports

The oil and gas industry should encourage the
sharing of aircraft accident, incident, and hazard
reports among member and operators.
40 2000 OGP
Appendix A - Operational data
Data extracted from the following sources:

1. Helicopter Safety Advisory Conf (HSAC) and Intl Airborne Geophysics Safety Assoc. (IAGSA) Annual Helicopter Activity Reports
2. Annual activity for helicopter operations generated by members of the International Association of Oil & Gas Producers (OGP) and
from 136 helicopter operators world-wide.
As a service to OGP membership, this world-wide Helicopter Statistical Report is compiled annually from information submitted voluntar-
ily by the membership and helicopter operators. The information is neither verified nor reviewed for accuracy and should be treated as
unofficial. The data is believed to be representative; however, the OGP assumes no liability for accuracy or completeness.
Operational data - summary

Passengers carried Hours flown Number of flights
Offshore 9,764,538 1,029,503 3,092,243
Seismic 212,733 78,533 440,682
Geophysical 1,000 11,262 7,896
Pipeline 23,320 11,442 35,015
Other support 282,672 43,736 124,040
1998 world-wide 10,284,263 1,174,476 3,699,876
Operational data - details

Offshore 465.3 117.6 444.4 181.6 1208.9
Seismic 101.1 2.6 9.7 1.0 114.4
Geophysical 28.5 0.0 0.0 0.0 28.5
Pipeline 17.7 0.3 5.7 2.3 26.0
Other support 29.1 2.6 21.7 8.8 62.2
1998 world-wide 641.7 123.1 481.5 193.7 1440.0

Offshore 372,688 68,152 404,058 184,605 1,029,503
Seismic 63,943 1,517 11,197 1,876 78,533
Geophysical 11,262 0 0 0 11,262
Pipeline 7,186 113 3,891 252 11,442
Other support 21,348 1,245 14,007 7,136 43,736
1998 world-wide 476,427 71,027 433,153 193,869 1,174,476
Passengers (pax) per type of helicopter

Offshore 2,442,448 361,797 4,598,209 2,362,044 9,764,538
Seismic 145,609 7,705 55,219 4,200 212,733
Geophysical 1,000 0 0 0 1,000
Pipeline 10,011 212 12,852 245 23,320
Other support 72,448 7,804 194,700 7,720 282,672
1998 world-wide 2,671,556 377,518 4,860,980 2,374,209 10,284,263

Offshore 1,404,852 213,711 1,204,177 269,503 3,092,243
Seismic 404,479 828 28,410 6,965 440,682
Geophysical 7,896 0 0 0 7,896
Pipeline 11,919 204 21,704 1,188 35,015
Other support 63,334 2,864 41,606 16,236 124,040
1998 world-wide 1,892,480 217,607 1,295,897 293,892 3,699,876
2000 OGP 41
Fleet operational data

Averages per helicopter
Offshore Seismic Geophysical Pipeline Other support World-wide
Pax/day/5 day week 37,556 818 4 90 1,087 39,555
Flights per day 8,299 1,207 22 96 340 10,137
Avg.flight duration,min. 20 11 86 20 21 19
Annual hours/aircraft 852 686 395 440 703 818
Flights per aircraft 2,506 3,852 277 1,347 1994 2,577
Pax flown per year 8,077 1,860 35 897 4545 7,162
42 2000 OGP
Appendix B - Helicopter accident data
Helicopter accident data by aircraft type

Number of accidents
#injuries due to
#fatalities #accidents #engine related engine malfunction
Single engine 2 11 * 4 2 **
Light twin 2* 3* 1 0
Medium twin 5* 8* 0 0
Heavy twin 1 2 0 0
1998 totals 9 22 * 5 2 **
Injury classification
Injuries Severity
pax crew minor serious fatal
Single engine 6 6 3 1 8
Light twin 7 3 0 0 10
Medium twin 24 12 1 8 27
Heavy twin 0 2 0 0 2
1998 totals 37 23 4 9 47
Aircraft damages classification

Minor Major Total loss
Single engine 0 4 7
Light twin 0 0 3
Medium twin 0 0 8
Heavy twin 0 1 1
1998 totals 0 5 19 *
Aviation accident rates

#fatal accidents/ #accidents/ #fatalities/ #accidents/
100k hours 100k hours 100k occupants 100k flights
Single engine 0.42 2.31 0.18 0.58
Light twin 2.82 4.22 0.60 1.38
Medium twin 7.04 1.85 0.36 0.62
Heavy twin 0.52 1.03 0.07 0.68
1998 totals 0.77 1.87 0.30 0.62
Accident causes & information
Engine Flight into terrain Tie down External load Control

related Lightning water, obstacle procedure procedure malfunction
Single engine 4 0 2 1 1 0
Light twin 1 0 0 0 0 0
Medium twin 0 0 3 (Night) 0 0 3
Heavy twin 0 1 0 0 1 0
1998 totals 5 1 5 1 2 3
Refuel Aircraft Hard Helideck design

Mid air procedure overload landing or size issue
Single engine 1* 1 0 1 0
Light twin 2* 0 0 0 0
Medium twin 1* 0 1 0 0
1998 totals 2* 1 1 1 0
* 2 Mid Airs destroyed 4 aircraft, counted as 2 accidents, total of 23 fatalities on 3 aircraft.
** Seismic
2000 OGP 43
Helicopter accident data by activity

Number of accidents
#fatal #accidents #engine related
Offshore 6 11 * 2
Seismic 0 7 3
Geophysical 1 1 0
Pipeline 1 2 0
Other support 1 1 0
1998 total 9 22 * 5
Pax Crew Minor Serious Fatal
Offshore 25 16 2 4 35
Seismic 3 4 2 5 0
Geophysical 1 1 0 0 2
Pipeline 3 1 0 0 4
Other support 5 1 0 0 6
1998 total 37 23 4 9 47
Aircraft damages severity

Offshore 0 2* 11 *
Seismic 0 3 4
Geophysical 0 0 1
Pipeline 0 0 2
Other support 0 0 1
1998 total 0 5 19

100k hours 100k hours 100k occupants 100k fit stages
Offshore 0.58 1.07 0.24 0.36
Seismic 0.00 8.91 0.00 1.59
Geophysical 8.88 8.88 22.48 12.66
Pipeline 8.74 17.48 4.92 2.86
Other support 2.29 2.29 1.29 0.81
1998 total 0.77 1.87 0.30 0.62
Industry fatal rates per 100M exposure, passengers & crew

Accidents (IFAR) Incidents (IFIR)
Offshore 709 122
Seismic 0 0
Geophysical 15,783 7,881
Pipeline 17,237 4,308
Other support 3,646 608
1998 total 928 197
* 2 mid airs destroyed 4 aircraft, counted as 2 accidents, total of 23 fatalities on 3 aircraft

IFAR=Industry Fatal Accident Rate per 100M exposure hours (Note: 1997 Industry IFAR for ALL oil industry activity=8.4)
44 2000 OGP
Offshore - helicopter operational data - summary

Passengers carried Hours flown Number of flights
North Sea 1,909,323 164,105 253,269
Gulf of Mexico 2,725,682 454,280 1,390,773
Other 5,129,533 411,118 1,448,201
1998 world wide 9,764,538 1,029,503 3,092,243
1997 world wide 9,771,259 950,343 3,184,797
Offshore - helicopter operational data - details

North Sea 0.0 0.0 51.0 99.6 150.6
Gulf of Mexico 392.0 89.0 94.0 13.0 588.0
Other 73.3 28.6 299.4 69 470.3
1998 world wide 465.3 117.6 444.4 181.6 1208.9
1997 world wide 479.0 165.0 398.0 164.0 1206.0

North Sea 0 0 46,031 118,074 164,105
Gulf of Mexico 303,434 54,509 88,470 7,867 454,280
Other 69,254 13,643 269,554 58,664 411,118
1998 world wide 372,688 68,152 404,055 184,605 1,029,503
1997 world wide 359,341 96,270 301,671 193,061 950,343
Passengers per type of helicopter

North Sea 0 0 449,959 1,459,364 1,909,323
Gulf of Mexico 1,547,726 287,777 770,418 119,761 2,725,682
Other 894,722 74,020 3,377,832 782,919 5,129,533
1998 world wide 2,442,448 361,797 4,598,209 2,362,044 9,764,538
1997 world wide 2,753,768 686,145 4,159,934 2,171,412 9,771,259

North Sea none reported none reported 211,931 41,338 253,269
Gulf of Mexico 1,025,105 183,133 167,255 15,280 1,390,773
Other 379,747 30,578 824,991 212,885 1,448,201
1998 world wide 1,404,852 213,711 1,204,177 269,503 3,092,243
1997 world wide 1,561,146 330,917 1,050,120 242,614 3,184,797
Offshore - fleet operational data

Averages per helicopter
North Sea Gulf of Mexico World
Passengers/day/5 day week 7,344 10,483 37,558
Flights per day 694 3,810 8,299
Average flight duration, min. 39 20 20
Annual hours per aircraft 1,090 773 852
Flights per aircraft 1,682 2,365 2,506
Passengers flown per year 12,678 4,636 8,077
2000 OGP 45
Offshore - world wide helicopter accident data

Number of accidents
#fatal accidents #accidents #engine related
Single engine 0 3* 1
Light twin 2 3* 1
Medium twin 4 5* 0
Heavy twin 1 2 0
1998 totals 6* 11 * 2
1997 totals 5 11 2
Injuries Severity
1998 totals 25 16 2 4 35
1997 totals 41 13 7 5 42
Aircraft damages
Single engine 0 1 2
Light twin 0 0 3
Medium twin 0 0 5
Heavy twin 0 1 1
1998 totals 0 2* 11 *
1997 totals 1 3 8

Single engine 0.00 0.80 0.00 0.21
Light twin 2.93 4.40 0.64 1.40
Medium twin 5.87 1.24 0.33 0.42
Heavy twin 0.54 1.08 0.07 0.74
1998 totals 0.58 1.07 0.24 0.36
1997 totals 0.53 1.16 0.29 0.35
* 2 mid airs, resulted in 23 fatalities, damages to 4 aircraft, recorded as 2 accidents
46 2000 OGP
Offshore - Gulf of Mexico accident data

Number of accidents
Single engine 0 2 1
Light twin 1 1 0
Medium twin 0 0 0
Heavy twin 0 0 0
1998 totals 1* 3* 1
1997 totals 1* 6 1
Injuries Severity
1998 totals 0 2 1 0 1
1997 totals 6 6 7 4 1

Single engine 0 1 2
Light twin 0 0 1
Medium twin 0 0 0
Heavy twin 0 0 0
1998 totals 0 1 3*
1997 totals 1 2 4

Single engine 0.00 0.99 0.00 0.29
Light twin 1.83 1.83 0.22 0.55
Medium twin 0.00 0.00 0.00 0.00
Heavy twin 0.00 0.00 0.00 0.00
1998 totals 0.22 0.66 0.02 0.14
1997 totals 0.21 1.27 0.02 0.35
* One mid-air collision resulted in damages to two aircraft, one fatality, reported as one accident
2000 OGP 47
Offshore - North Sea accident data

Number of accidents
Single engine 0 0 0
Light twin 0 0 0
Medium twin 0 0 0
Heavy twin 0 1 0
1998 totals 0 1 0
1997 totals 2 3 1
Injuries Severity
1998 totals 0 0 0 0 0
1997 totals 11 2 0 0 13

Single engine 0 0 0
Light twin 0 0 0
Medium twin 0 0 0
Heavy twin 0 1 0
1998 totals 0 1 0
1997 totals 0 1 2

Single engine No activity
Light twin No activity
Medium twin 0.00 0.00 0.00 0.00
Heavy twin 0.00 0.85 0.00 2.42
1998 totals 0.00 0.61 0.00 0.39
1997 totals 1.19 1.78 0.49 1.08
* One mid-air collision resulted in damages to two aircraft, one fatality, reported as one accident
48 2000 OGP
Offshore - Five year world wide helicopter accident data

Number of accidents
1995 6 10 NR
1996 7 15 NR
1997 5 11 2
1998 6 11 2
4 year average 6.0 11.8 0.5
Injuries Severity
1995 35 8 19 0 24
1996 8 8 0 0 16
1997 41 13 7 5 42
1998 25 16 2 4 35
4 year average 27.3 11.3 7.0 2.3 29.3

1995 0 2 5
1996 1 3 11
1997 1 3 8
1998 0 2 11

1995 0.82 1.36 0.21 E 0.41
1996 0.85 1.82 0.12 E 0.59
1997 0.53 1.16 0.29 0.35
1998 0.58 1.07 0.24 0.36
4 year average 0.70 1.35 0.22 0.43
Industry fatality rates per 100M exposure hours, passengers & crew
Accidents (IFAR) Incidents (IFIR)
1995 671 168
1996 432 189
1997 963 115
1998 709 122
4 year average 694 149
Note: first report in 1995

IFAR= industry fatal accident rate per 100M exposure hours
1997 industry FAR for ALL oil industry activity=8.4
2000 OGP 49
Offshore - Five year Gulf of Mexico helicopter accident data

Number of accidents
1994 3 3 NR
1995 3 5 NR
1996 4 7 NR
1997 1 6 1
1998 1 3 1
Injuries Severity
1994 9 2 0 1 10
1995 7 3 1 1 8
1996 7 4 0 0 11
1997 6 6 7 4 1
1998 0 2 1 0 1
5 year average 5.8 3.4 1.8 1.2 6.2

1994 0 0 3
1995 1 1 3
1996 1 2 4
1997 1 2 4
1998 0 1 3

1994 0.76 0.76 0.21 E 0.21
1995 0.73 1.21 0.14 E 0.33
1996 0.91 1.58 0.19 E 0.42
1997 0.21 1.27 0.02 0.35
1998 0.22 0.66 0.02 0.14
5 year average 0.57 1.10 0.12 0.29
50 2000 OGP
Offshore - Five year North Sea offshore helicopter accident data

Number of accidents
1994 0 0 0
1995 0 2 0
1996 0 2 0
1997 2 3 1
1998 0 1 0
5 year average 0.4 2 0.2
Injuries Severity
1994 0 0 0 0 0
1995 0 0 0 0 0
1996 0 0 0 0 0
1997 11 2 0 0 13
1998 0 0 0 0 0
5 year average 2.2 0.4 0 0 2.6

1994 0 0 0
1995 0 2 0
1996 0 1 1
1997 0 1 2
1998 0 1 0
5 year average 0 1 0.6

1994 0.00 0.00 0.00 0.00
1995 0.00 1.65 E 0.00 0.85 E
1996 0.00 1.26 E 0.00 1.20 E
1997 1.19 1.78 0.49 1.08
1998 0.00 0.61 0.00 0.39
5 year average 0.24 1.06 0.10 0.70
2000 OGP 51
Offshore - world wide helicopter accident causes & information

Engine Flight into terrain Tie down External load Control
related Lightning water, obstacle procedure procedure malfunction
Light twin 1 0 0 0 0 0
Medium twin 0 0 3 (Night) 0 0 1
Heavy twin 0 1 0 0 1 0
1998 totals 2 1 3 1 1 1
1997 totals 2 1 4 0 0 1
Bird Tail Helideck design Injuries due to

Mid air strike rotor or size issue engine malfunction
1998 totals 2* 0 0 0 0
1997 totals 1 1 1 0 12
Offshore - Gulf of Mexico accident causes & information (1998)

Engine Bird Flight into terrain Tie down Control
related Strike water, obstacle procedure Mid air malfunction
Single engine 1 0 0 1 1* 0
Light twin 0 0 0 0 1* 0
Helideck design Injuries due to

or size issues engine malfunction
Single engine 0 0
Light twin 0 0
* Mid air recorded as one accident. There were six single engine ditchings due to engine malfunction, not recorded as an accident by
the FAA, with no injuries.
Offshore - North Sea accident causes & information (1998)

Engine Flight into terrain Helideck design Injuries due to
related Lightning water, obstacle or size issue engine malfunction
52 2000 OGP
Seismic helicopter accident data

Number of accidents
Single engine 0 6 3
Light twin 0 0 0
Medium twin 0 1 0
Heavy twin 0 0 0
1998 totals 0 7 3
Injuries Severity
1998 totals 3 4 2 5 0

Single engine 0 3 3
Light twin 0 0 0
Medium twin 0 0 1
Heavy twin 0 0 0
1998 totals 0 3 4

Single engine 0.00 9.38 0.00 1.48
Light twin 0.00 0.00 0.00 0.00
Medium twin 0.00 8.93 0.00 3.52
Heavy twin 0.00 0.00 0.00 0.00
1998 totals 0.00 8.91 0.00 1.59
Seismic helicopter accident causes & information (1998)

Engine Injuries due to Snagged Rapid refuel Hard Overloaded
related engine malfunction load procedure Landing aircraft
Medium twin 0 0 0 1 0 1
2000 OGP 53
Geophysical helicopter accident data

Number of accidents
Single engine 1 1 0
Light twin 0 0 0
Medium twin 0 0 0
Heavy twin 0 0 0
1998 totals 1 1 0
Injuries Severity
1998 totals 1 1 0 0 2

Single engine 0 0 1
Light twin 0 0 0
Medium twin 0 0 0
Heavy twin 0 0 0
1998 totals 0 0 1

Single engine 8.88 8.88 12.66 22.48
Light twin No activity
Medium twin No activity
Heavy twin No activity
1998 totals 8.88 8.88 22.48 12.66
Geophysical helicopter accident causes & information (1998)

Engine Flight into terrain Injuries due to
related water, obstacle engine malfunction
Single engine 0 0 1
54 2000 OGP
Pipeline helicopter accident data

Number of accidents
Single engine 0 0 0
Light twin 0 0 0
Medium twin 1 2 unknown
Heavy twin 0 0 0
1998 totals 1 2 0
Injuries Severity
1998 totals 3 1 0 0 4

Single engine 0 0 0
Light twin 0 0 0
Medium twin 0 0 2
Heavy twin 0 0 0
1998 totals 0 0 2

Single engine 0.00 0.00 0.00 0.00
Light twin 0.00 0.00 0.00 0.00
Medium twin 884.96 51.40 7.11 9.22
Heavy twin 0.00 0.00 0.00 0.00
1998 totals 8.74 17.48 4.92 2.86
Pipeline helicopter accident causes & information (1998)

Engine Flight into terrain Injuries due to Control
related water, obstacle engine malfunction problems
Medium twin 0 0 0 2
2000 OGP 55
Other industry helicopter accident data

Number of accidents
Single engine 1 1 0
Light twin 0 0 0
Medium twin 0 0 0
Heavy twin 0 0 0
1998 totals 1 1 0
Injuries Severity
1998 totals 5 1 0 0 6

Single engine 0 0 1
Light twin 0 0 0
Medium twin 0 0 0
Heavy twin 0 0 0
1998 totals 0 0 1

Single engine 4.68 4.68 4.42 1.58
Light twin 0 0 0 0
Medium twin 0 0 0 0
Heavy twin 0 0 0 0
1998 totals 2.29 2.29 1.29 0.81
Other industry helicopter accident causes & information (1998)

Engine Flight into terrain Injuries due to
related water, obstacle engine malfunction
Single engine 0 1 0
56 2000 OGP
World wide oil industry helicopter accidents
Severity # fatal Injuries Aircraft damages
Acivity Country minor serious fatal accidents passengers crew minor major total aircraft type date description night ditched
Geophys Indonesia 2 1 1 1 1 AS315B SE 2 Feb hit power lines
Offshore UK 1 AS332L HT 28 Jan lightening strike
Appendix C - Helicopter data by country

Offshore Taiwan 3 1 3 1 B412 MT 2 Mar hit rig at night, training 1 1
Offshore Indonesia 2 1 2 1 AS332J HT 14 Mar sling tangled in TR
Offshore China 2 1 2 1 S76A MT 18 Mar CFIT on approach 1
Offshore GoM 1 B26L1 SE 17 Apr decel, hard landing
Offshore Angola 1 1 1 S76 MT 24 Jun into water, night training 1 1
Offshore Nigeria 4 5 1 7 2 1 B212 MT 3 Jun tech prob., loss of control 1
Offshore GoM 1 1 1 B47 SE 5 Oct mid air 1
Offshore GoM 1 1 1 1 AS355 LT 5 Oct mid air 1
Offshore Brazil 1 BO15 LT 21 Oct engine failure & ditching 1
Offshore GoM 1 B26L1 SE 15 Nov tried to depart tied down
Offshore Mexico 13 1 11 2 1 AS365N MT 18 Nov midair Gulf of Campeche 1
Offshore Mexico 9 1 7 2 1 BK117 LT 18 Nov midair Gulf of Campeche 1
Other Bolivia 6 1 5 1 1 AS316 SE 31 Oct flown into terrain
2000 OGP
Pipeline Russia 1 Mil2 MT 11 July tech prob, loss of control

Pipeline Russia 4 1 3 1 1 Mil2 MT 31 July loss of control on approach
Seismic Canada 1 AS35B SE 2 May engine failure
Seismic Indonesia 4 3 1 1 B212 MT 2 Aug pilot procedure, overgross
Seismic US 1 1 1 AS35B SE 22 Aug engine failure, long line
Seismic Ecuador 1 1 1 B26L1 SE 4 Sept snagged load, dyn. rollover
Seismic Yemen 1 AS315B SE 8 Sep Hard landing
Seismic Bolivia 1 AS316 SE 6 Oct rapid refuelling fire
Seismic Albania 1 1 1 AS35B SE 11 Nov Engine failure

World 4 9 47 9* 37 23 5 19 11 SE, 3 LT, 8 MT, 2 HT 3 8
* less mid air double counts
SE single engine
LT light twin
MT medium twin
HT heavy twin
57
World wide oil industry helicopter activity data by country

Type of helicopter Passengers carried Hours flown
Country SE LT MT HT total SE LT MT HT total SE LT MT HT total
Albania 3.0 3.0 1,500 1,500 1,500 1,500
Angola 8.0 8.0 77,734 77,734 6,479 6,479
Argentina 5.0 4.0 9.0 13,877 28,064 41,941 3,969 3,143 7,112
Australia 3.5 14.0 24.5 1,130 232,291 59,238 292,749 2,264 17,829 10,943 31,036
Bangladesh 2.0 1.5 3.5 11,576 2,765 14,341 2,409 778 3,187
Bolivia 15.1 1.0 2.0 18.1 14,645 2,961 10,167 27,773 9,253 600 1,609 11,462
Brazil 1.0 3.0 59.0 6.0 69.0 5,026 9,188 679,324 78,906 831,975 910 2,444 74,119 7,551 85,024
Brunei 1.0 5.0 6.0 4,000 84,360 88,360 290 3,725 4,015
Cabinda 10.0 4.0 14.0 381,037 144,354 525,391 16,941 4,954 21,895
Cameroon 4.0 4.0 4,044 4,044 1,879 1,879
Canada 31.6 1.1 6.0 38.7 18,128 1,600 24,931 44,659 16,312 289 3,934 30,535
China 20.1 12.0 32.1 86,714 178,446 265,160 10,746 13,603 24,349
Colombia 1.0 1.3 6.2 4.0 12.5 11,000 5347 70,393 127 86,867 530 916 4,727 4,300 10,473
Congo 2.0 0.9 2.9 81,304 5,773 87,077 2,157 567 2,724
Denmark 2.0 3.0 5.0 50,000 50,000 100,000 2,229 4,520 6,749
Ecuador 4.7 1.0 5.7 7,649 2,142 9,791 5,503 761 6,064
Equat Guinea 2.0 2.0 9,000 9,000 861 861
Egypt 8.0 15.0 23.0 51,029 283,404 334,433 6,397 14,167 20,564
Eritrea 1.0 1.0 1,680 1,680 360 360
Gabon 2.0 6.5 8.5 25,078 29,873 54,951 1,580 2,734 4,314
Germany 0.2 .2 936 936 100 100
India 1.0 1.0 3,000 3,000 1,200 1,200
Indonesia 11.0 6.4 24.0 6.2 47.6 13,978 9,952 193,228 9,264 226,422 3,180 1,772 17,818 854 23,624
Ireland 1.0 1.0 2.0 3,633 3,000 6,633 330 300 630
Italy 5.0 1.0 6.0 52,110 12,946 65,056 4,590 1,014 5,604
Libya 2.0 2.0 16,651 16,651 889 889
Malaysia 0.2 9.0 11.0 20.2 68,784 151,558 220,342 88 6,243 10,360 16,691
Mexico 3.0 5.0 13.0 21.0 2,000 28,860 186,123 216,803 1,299 4,258 10,757 16,214
Myanmar 4.0 4.0 20,000 20,000 1,963 1,963
Namibia 3.5 3.5 8,198 8,198 944 944
Netherlands 12.0 2.1 14.1 53,389 27,187 80,576 9,136 1,655 10,791
New Zealand 1.0 1.0 10,881 10,881 649 649
Nigeria 10.0 5.0 29.0 44.0 258,692 7,879 497,979 764,550 15,721 1,552 27,183 44,456
Norway 3.0 27.0 30.0 115,116 657,237 772,353 5,800 42,441 48,241
Peru 7.1 5.0 3.3 15.4 14,502 26,322 6,320 47,144 3,540 3,805 2,475 9,920
Phillipines 1.0 1.0 1,920 1,920 300 300
PNG 1.0 1.0 13.0 35,894 9,800 45,784 7,242 1,460 8,702
Qatar 1.0 19.0 20.0 119,555 119,555 500 18,994 19,494
Russia/CIS 3.0 8.5 11.6 13,320 25,706 39,026 1,081 1,909 2,990
Saudi Arabia 7.0 9.0 3.0 19.0 26,634 97,622 76,809 201,065 5,178 7,430 2,064 14,672
South Africa 3.0 1.0 3.0 7.0 2,910 20,015 22,925 966 406 1,472 2,844
Spain 2.0 2.0 4,873 4,873 468 468
Taiwan 1.0 2.0 3.0 810 1,032 1,842 127 235 362
Thailand 9.0 2.0 11.0 59,700 48,000 107,700 8,242 2,427 10,669
Trinidad 5.0 7.0 12.0 16,447 16,868 33,315 2,937 2,013 4,950
UAE 3.2 3.0 20.0 26.2 2,055 3,060 327,058 332,173 725 1,027 21,776 23,528
UK 3.0 34.0 66.5 103.5 231,454 721,940 953,396 354 28,866 69,158 98,388
US - other 61.3 3.4 7.9 0.1 72.7 80,075 5,417 72,346 37 157,875 40,892 1,385 8,714 48 51,039
US - GoM 392.0 89.0 94.0 13.0 588.0 1,547,726 287,777 770,418 119,7612,725,682 303,434 54,509 88,470 7,867 454,280
Venezuela 37.0 2.5 39.5 36,520 22,986 59,506 21,678 660 22,338
Yemen 3.0 3.0 30,409 30,409 1,995 1,995
58 2000 OGP
Landings and take-offs Injury classification Aircraft damages

Country SE LT MT HT total minor serious fatal # fat acc pax crew minor major ttl loss ttl acc.
Albania 2,000 2,000 1 1 1 1
Angola 17,405 17,405 1 1 1 1
Argentina 95,713 18,589 114,302
Australia 2,628 39,913 4,571 47,112
Bangladesh 6,104 4,368 10,472
Bolivia 51,840 4,975 55,915 6 1 5 1 1 1 2
Brazil 2,769 6,300 97,175 13,329 119,573 1 1
Brunei 500 17,163 17,663
Cabinda 171,508 25,338 196,846
Cameroon 2,532 2,532
Canada 48,122 529 2,240 50,691 1 1
China 20,995 18,577 39,552 2 1 2 1 1
Colombia 1,500 2,099 13,841 7,943 25,343
Congo 31,295 1,382 32,677
Denmark 20,000 12,000 32,000
Ecuador 16,904 3,799 20,703 1 1 1 1
Equat Guinea 1,200 1,200
Egypt 32,480 53,565 86,045
Eritrea 240 240
Gabon 10,572 9,103 19,675
Germany 114 114
India 1,450 1,450
Indonesia 6,016 3,687 31,523 4,408 41,644 4 4 2 4 4 3 3
Ireland 1,223 400 1,623
Italy 13,325 1,408 14,733
Libya 1,570 1,570
Malaysia 30 13,307 14,392 27,699
Mexico 1,833 13,508 53,638 68,979 35 3 29 2 3 3
Myanmar 2,000 2,000
Namibia 2,973 2,973
Netherlands 40,390 3,640 44,030
New Zealand 2,893 2,893
Nigeria 29,580 3,221 87,696 120,497 4 5 1 7 2 1 1
Norway 47,348 73,214 120,562
Peru 27,638 11,856 7,118 46,612
Phillipines 160 160
PNG 23,915 3,500 27,415
Qatar 1,000 38,744 39,744
Russia/CIS 1,918 5,317 7,235 4 1 3 1 2 2
Saudi Arabia 20,706 131,347 4,224 156,277
South Africa 380 1,916 2,100 4,396
Spain 944 944
Taiwan 205 310 515 3 1 3 1 1
Thailand 5,222 2,400 7,622
Trinidad 2,350 1,610 3,960
UAE 2,095 1,430 135,316 138,841
UK 262 104,193 86,314 190,769 1 1
US - other 146,018 1,664 140,723 94 288,452 1 1 1 1
US - GoM 1,025,105 183,133 167,255 15,2801,390,773 1 1 1 2 1 3 3
Venezuela 104,762 6,632 111,394
Yemen 29,705 29,705 1 1
2000 OGP 59
60 2000 OGP
Appendix D - Aeroplane accident data
Summary data
Date Activity Model Type Location Narrative
20 Mar Crew change AN-32 Multi turbine Peru Eng. failed, unable to maintain altitude
08 Apr Management BE 200 Multi turbine Nigeria Landing gear collapsed
12 Oct Crew change C402 Multi piston Norway
16 Nov Crew change C206 Single piston Garoka Failed to go around
25 Nov Crew change C208 Single turbine Nigeria Engine failure
17 Nov Management BE 200 Multi turbine Gabon 3 add. fatal on gnd, cause unknown
1998 total 6 accidents
Injuries Severity
Date passengers crew minor serious fatal
20 Mar 68 6 74
08 Apr
12 Oct 8 1 9
16 Nov 1 2 2 1
25 Nov 1 1 2
17 Nov 2 2
1998 total 78 12 2 2 86
Aircraft damages / causes of accidents

Aircraft damages
Date Causes of accidents minor major Total loss
20 Mar Engine 1
08 Apr Landing gear 1
12 Oct FITW 1
16 Nov FITW 1
25 Nov Engine 1
17 Nov Unknown 1
1998 total 1 5
By type of aircraft - injury classification

Injuries Severity
passengers crew minor serious fatal
Single piston 1 2 2 1
Multi piston 8 1 9
Single turbine 1 1 2
Multi turbine 68 8 76
By type of aircraft - aircraft damages / causes of accidents

Aircraft damages
# accidents minor major Total loss
Single piston 1 1
Multi piston 1 1
Single turbine 1 1
Multi turbine 3 1 2
Note: this data was gathered informally. No other aeroplane flying data or other statistics are available.
Geophysical mineral survey statistics are available through IAGSA.
2000 OGP 61
62 2000 OGP
Appendix E - Glossary of terms

GOM
Abbreviation for Gulf of Mexico
Heavy Twin
Heavy Twin engine helicopter capable of carrying more than 13 passengers
Hostile Environment
An environment in which:
aa safe forced landing cannot be accomplished because the surface is inadequate; or
bthe helicopter occupants cannot be adequately protected from the elements; or
csearch and rescue response/capability is not provided consistent with anticipated exposure; or
dthere is an unnacceptable risk of endagering persons or property on the ground.
HUET
Helicopter underwater escape training device or dunker
IFAR
The industry fatal accident rate (IFAR) or fatalities per 100 million hours of flying exposure for
passengers and pilots.
IFIR
The industry fatal incident rate (IFIR) or fatal accidents per 100 million hours of flying exposure
for passengers and pilots.
Light Twin
Small twin engine helicopter capable of carrying up to 9 passengers
Medium Twin
Medium Twin engine helicopter capable of carrying up to 13 passengers
Non-Hostile Environment
An environment in which:
aa safe forced landing can be accomplished; and
bthe helicopter occupants can be protected from the elements; and
csearch and rescure response/capability is provided consistent with anticipated exposure.
Occupant Risk
The number of fatalities that occur for every 100,000 passengers or crew members carried.
Pax
Abbreviation for passenger
Single Engine
Single Engine helicopter
2000 OGP 63
64 2000 OGP
Appendix F - Contributing companies

Abitibi Geoterrex Norsk
ADNOC Go Helicopters Northern Air Spt
Aeere Air Great Lakes Pacific
Aero Contractor Gulf Helo Pan African
Aero Gulf Hawkeye Panther
Aerolinas Heli America PAS
Aeroleo Taxi Heli Campeche Peace Helo
Ahlstrom Heli Excel Pegaso
Air Log Heli Gabon Pelita
American Helibol Peru Air Force
APSA Helica Petrobras
Arctic Air Helicol PHI
ASESA Helikopter Svc Povolzhsky
Asia Pacific Helipet PT Travira Utama
Associated Helisur PTTEP-Bangkok
Avion Pacific Helitrans QGPC
Biscayne HeliUnion Ranger
BOND Helo Marinos Repsol
BRINTEL Helo Resources Republic
Bristow Helos NZ Rotor Craft
Brunei Shell Hevi Lift Ruperts Land
Canadian Highland SAT
Central HMSA Saudi Aramco
Chevron Horizon Schriener
China Eastern Houston Scintrex
China Ocean IAT Sial
China Southern Industrial Sonangol
Columbia Intan Angkass Sonat
Cougar Irish Southern
Court Island Express Southern Air
Daily Air Kable Guys Southern Helo
Deh Cho Kazan 2d Sunwest
El Paso Kenai Tarlton
Equvia Oriente Lider Taylor
ERA Lloyd Temsco
Esso Aust Mrsk Tesla
Evergreen Marathon Int Tex Air
Fostaire Mayeaux Texas National
Frontier Metro Turbowest
Gaspromavia MHS Vostok
Gatari Mobil Wiking Helo
Geo Seiss National Zuhai
Geodass Normandy Exp
2000 OGP 65
66 2000 OGP
What is OGP?
e International Association of Oil & Gas Producers encompasses the worlds leading
private and state-owned oil & gas companies, their national and regional associations, and
major upstream contractors and suppliers.
Vision
To work on behalf of all the worlds upstream companies to promote responsible and
profitable operations.
Mission
To represent the interests of the upstream industry to international regulatory and
legislative bodies.
To achieve continuous improvement in safety, health and environmental performance
and in the engineering and operation of upstream ventures.
To promote awareness of Corporate Social Responsibility issues within the industry
and among stakeholders.
Objectives
To improve understanding of the upstream oil and gas industry, its achievements and
challenges and its views on pertinent issues.
To encourage international regulators and other parties to take account of the
industrys views in developing proposals that are effective and workable.
To become a more visible, accessible and effective source of information about the
global industry, both externally and within member organisations.
To develop and disseminate best practices in safety, health and environmental
performance and the engineering and operation of upstream ventures.
To improve the collection, analysis and dissemination of safety, health and
environmental performance data.
To provide a forum for sharing experience and debating emerging issues.
To enhance the industrys ability to influence by increasing the size and diversity of
the membership.
To liaise with other industry associations to ensure consistent and effective approaches
to common issues.
209-215 Blackfriars Road
London SE1 8NL
United Kingdom
Telephone: +44 (0)20 7633 0272
Fax: +44 (0)20 7633 2350
165 Bd du Souverain
4th Floor
B-1160 Brussels, Belgium
Telephone: +32 (0)2 566 9150
Fax: +32 (0)2 566 9159
Internet site: www.ogp.org.uk

e-mail: reception@ogp.org.uk

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Safety performance of

Report No. 6.83/300

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Report No: 6.83/300

Overall results for aeroplanes and helicopters

Worldwide helicopter results

Results for offshore helicopters

Operational results for helicopters excluding offshore

Conclusions and initiatives for industry consideration

2000 OGP iii

1 Overall results for aeroplanes and helicopters

Helicopter Aeroplane Helicopter Aeroplane

Total injuries Injuries by type aircraft

1.3 Accidents and causal factors

0 # fatal accidents # accidents % of all fatal accidents fatal accidents as # fatalities

6 aeroplane accidents 6 aeroplane accidents

Flight into terrain,

Fatal accident causes

# fatalities and causes

80 Helicopters 133 total fatalities:

Multi-engine turbine aeroplanes accounted for 89%

Single piston Multi piston

Fatal accident causes

2 World wide helicopter results

2.1 Operational results for all helicopters

Number of helicopters by type

Total helicopter fleet 1,440 Total helicopter fleet 1,440

Pipeline Other support

Helicopter hours flown:

Hours flown by helicopter activity Helicopter hours by type

Pipeline Heavy twin

Helicopter Flight Times:

Passengers by helicopter activity Passengers by type of helicopter

10000 40,000 39,555

Flights by helicopter activity Flights by type of helicopter

Offshore Light twin

12000 4,000 3,852

22 world-wide accidents by type helicopter

Total fatal accidents by type helicopter

Total fatal accidents by type activity Geophysical

World wide accidents by activity

Worst accident Fatal accident rates for all helicopter activities

Fatal accident rates industry comparisons

Fatal accident rates by type helicopter

8 # fatal accidents/100k hours

2.4 Total recordable accidents and causes

Accident rates by activity:

Accident rates comparison by activity

Overall helicopter accident rates by type activity

0 Offshore Seismic Geophysical Pipeline Other support

Accident rates by type helicopter:

7 # fatal accidents/100k hours

Accident causes: 22 helicopter accident causes

External load Flight into terrain,

Fatal accident causes:

9 helicopter fatal accidents by cause 47 helicopter fatalities by cause

Flight into terrain,

External load procedure Control malfunction

2.5 Results by country

3 Results for offshore helicopters

3.1 Operational results

Helicopter fleet mix: