Norway Offshore Guide

Introduction

Norway sees a lot of offshore helicopter traffic related to the oil and gas industry. Civil helicopters operate from onshore bases (ENHF, ENBN, ENKB, ENFL, ENBR and ENZV) to, from and between fixed and moveable installations on the Norwegian Continental Shelf. Offshore operators also fly SAR missions on contracts from the norwegian government.

Offshore helicopter procedures are somewhat specialized and tailored to the risks and challenges involved with flying far out over the seas in harsh enviroments. This guide is intended as a simplified summary of the unique helicopter procedures, flight planning considerations and radiotelephony used in offshore flying, for both pilots and ATC.

Sources: Avinor Helicopter Manual, AIP Norway, EASA EAR for Air OPS, FAA AC 90-80C, Helicopter Approach to Offshore Objects

General

Flightplan requirements

ADS-B capability must be indicated in the flightplan by adding B1 or B2 to the transponder equipment code.

Flight plans to sea vessels/temporary installations not given a ENxx identifier, shall have ZZZZ as destination, coordinates of the vessel at the end of the route, and DEST/NAME OF VESSEL added to the remark field.

Free Routes

Helicopters with operative ADS-B transponder can normally file from SID-endpoint DCT destination, DCT between installations offshore or from offshore installations DCT STAR start point or IAF (see Note for ENBR arrivals).

Helicopter routes are described below. They must be used when a/c does not have a functioning ADS-B transponder (when exemption is given from either NCAA or from the ATS unit for single flights) or when ATM service is downgraded (due reduced COM/SUR etc).

Note: Arrivals to ENBR: Helicopter STARs are dependent on Runway in use at ENBR. FPLs shall be filed DCT TMA boundary fix. Expect routing/clearance direct STAR start point for Runway in use when traffic permits.

Helicopter Routes

Helicopter Routes (HR) are established in the parts of the North Sea, Norwegian Sea and the Barents Sea where Norway is responsible for providing ATS (REF AIP Norway GEN 3.3).

A HR is an ATS-route frequently used by civil helicopters, along which control and flight information service may be provided. They can be directional or bi-directional.

Civil helicopters will normally operate direct destinations from 500 FT AMSL to FL 80, but will follow an HR if the situation requires so.


Cruising Altitudes

Civil helicopters operating to and from offshore installations will normally be operating at the following altitudes, based on actual QNH/forecast minimum:

If weather conditions or other circumstances necessitate operations below 2000 FT, the following altitudes based on radar altimeter will normally be used.

Altimeter setting

QNH setting areas are based on actual QNH. The exception is Bjørnøya ASR, where a forecast minimum QNH is used. A change to a new QNH shall be carried out when instructed by ATS, as this may have implications on separation from other aircraft.

Transition altitude is 7000 FT. For flights at 1000 FT or below, radar altimeter shall be used.

ADS areas

ADS areas are defined areas of Class G airspace, either below a CTA (MSL – 1500 FT), or a specific area (MSL – FL 085) between the main land bases and the main oilfields where surveillance based ATS is provided to participating helicopters.

Control Areas (CTA)

Defined Control Areas are established on the Norwegian continental shelf with Class-D Airspace, from 1500 FT- FL085. Heidrun CTA is established in the Norwegian Sea. Statfjord CTA, Balder CTA and Ekofisk CTA are established in the North Sea.

Helicopter Traffic Zones (HTZ)

A HTZ is established at all permanent offshore installations on the Norwegian continental shelf within a radius of 7 NM from the landing pad and comprises the airspace between MSL and 2000 FT, or to the lower limit of a CTA. Around groups of two or more installations, and with distance of less than 10 NM from each other, a common HTZ is established with the border tangential to a 7 NM radius from the landing pads.

Helicopter Traffic Zones are Radio Mandatory Zones (RMZ) and two-way radio contact must be established with the approriate ATS-facility before entry.

METAR

Offshore platform METARs contain some additional parameters that are not found on shore.

• Sea surface temperature in degrees celsius = Wxx/Sxx
• State of the sea = Wxx/Sx

Example: ENQA 151850Z 18029KT 9999 -SHRA BKN019/// BKN110/// 07/05 Q0996 W08/S5=

Communication

Air Traffic Service

Air traffic service provided for helicopter operations on the Norwegian continental shelf:

Southern Norway

NOR123 is position 72 north 15 east at 1002, 2000ft, estimating 73 north, 15 east at 1016

Helicopter procedures

Onshore

IFR Procedures

Except some minor differences, instrument flying is very similar for both fixed and rotary wing aircraft. Rules followed by rotary and fixed wing pilots after take-off until final approach are almost the same.

The major differences come up with the operational concerns. For example, special take-off and landing minimums dedicated for helicopters allow them to take-off and land in lower visibility conditions.

If requested by ATC, helicopters are obliged to comply with every necessities stated in standard departure and approach procedures. However, if available to the pilot, helicopter specific procedures will normally be offered.

PinS - Point in Space

The Point-in-Space (PinS) concept is a flight operation based on GNSS and designed for helicopters only. It relies on the possibility for the pilot to conduct flight under IMC to/from a PinS (point in space) and not directly to/from the heliport.

PinS procedures are established as both approach and departure procedures in Norway.

Offshore

VFR Minimums

When using an offshore location as a destination or alternate, during the period between 1 hour before and 1 hour after expected time of arrival, weather forecasts should indicate above the following minima:

When flying between offshore locations located in class G airspace where the overwater sector is less than 10 NM, VFR flights may be conducted when the limits are at, or better than, the following:

*The cloud base shall allow flight at the specified height to be below and clear of cloud.

Airborne Radar Approach (ARA)

ARA procedures have been used by helicopter pilots flying to oil rigs since the early 1980s. They are based on the use of weather radar, which observes the reflection of oil rigs.

Firstly, the final approach track must be identified, and it must be placed against the wind direction.

The approach must be flown with the weather radar in mapping mode to identify an area clear of obstacles.

The approach is flown directly to the helideck. The missed approach point is located 0.75NM from landing, and the missed approach track is deflected by 10° off approach track.

Modern Offshore Approach Procedures

Advancements beyond the ARA have been made to enhance safety. The CAA has developed the SBAS Offshore Approach procedure (SOAP), and the FAA has developed the Offshore Standard Approach Procedure (OSAP).

The procedures still require the use of airborne weather radar to identify obstacles, but aditional safety is provided through the use of SBAS for accurate GPS positioning and lateral offset, as well as more precise horizontal and vertical guidance.

SOAP

A typical SOAP consists of two segments between the FAF and MAPt: the descending segment and level segment. The length of descending segment depends on the angle of descent and on the MDH (Minimum Descent Height), where the MDH is defined as the height of helideck increased by 50ft and meeting the minimum 200ft during the day and 300ft overnight, according to the radar altimeter.

After reaching MDH, the helicopter goes into horizontal flight and the mission of flight crew is to establish visual contact with the landing site.

The MAPt is defined as the closest point to the landing site from which it is still possible to land safely. The minimum distance is 0.5NM at GS 60kts and maximum angle between the track and the direction towards the landing site is 30°. The length of the level segment is always 0.75NM to ensure sufficient time to get the visual contact. The guidance provided to pilots is shown in Figure 2.