–
the requirement for One Engine Inoperative (OEI) landing has been checked to ensure that they can be met;

–
to the extent possible, having regard to information on current and forecast use of the off-shore alternate and on conditions prevailing, the availability of the offshore alternate should be guaranteed by the rig operator in the case of fixed installations and the owner in the case of mobiles until landing at the destination, or the offshore alternate, has been achieved (or until offshore shuttling has been completed).

5.5 Composition of flight crew
VFR  IFR and Night 
Single-engine  1.  Not permitted on OGP Operations 
Multi-engine <5,700 kg (12,500 lbs)  2..  2 
Multi-engine >5,700 kg (12,500 lbs)  2  2 

.  Under no circumstances should the controls of a helicopter be left unattended while either engines are running or rotors are turning.
.  Exceptionally one pilot may be utilised for “non-hostile” operations provided the aircraft is certified for single pilot operations and performance/requirements dictate. All cases of proposed single pilot operation should be referred to the Aviation Advisor.
5.5.1 Two pilot operations
Two pilot operations will always be required for:
. 
IFR or night operations.

. 
Operations into an offshore “hostile” environment as defined in Appendix 6 – 2.3.

. 
Where the maximum approved passenger seating configuration is more than nine (9).

5.5.2 Single pilot operations
Where aircraft are certified for single pilot operations and in the view of the OGP Member’s Aviation Advisor are practical, then this mode of operation will be considered. Among the factors affecting the decision are:
. 
Workload.

. 
Flight Conditions.

. 
Whether flights are conducted by day or night.

. 
Whether flights are conducted under Instrument Flight Rules.

. 
Traffic density.

. 
Aircraft equipment (and the interface with approach and en-route aids) and whether an opera-tive approved autopilot system is fitted.

. 
Length and nature of intended flights.

5.6 Flight & duty time
5.6.1 Limits
Limits are normally imposed upon the amount of flying time, total hours of duty, and mandatory rest requirements by the regulatory authorities.
Unless more stringent limits are imposed by regulatory authorities, the limits listed in this Guide should apply for both flight and duty time.
Exceptions to the guidelines contained in this Guide may be applied after consultation with OGP Member’s Aviation Advisors for operations in remote field locations or where crews rotate on a scheduled basis.

5.6.2 Fatigue related work
This type of work may be highly repetitive flight operations such as, external lift, inter-rig, or plat-form work requiring many landings/takeoffs per hour or single pilot operations in hot climates.
When these types of fatigue-causing operations are being flown it may be necessary to vary crew schedules to more conservative levels.
Operation-specific crew duty time limitations are listed in the applicable portions of this Section and Section 7 for operations such as geophysical survey and external load operations.

5.6.3 Maximum flight times
Pilots should not fly in excess of the maximums listed below or those listed in mission specific por-tions of this Guide, including time that might be flown in support of other companies/customers.
Single Pilot
8 hours daily flight time constitutes a flight period.
35 hours in any 7 consecutive day period.
100 hours in any 28 consecutive day period.
1,000 hours in any 365 consecutive day period.
　
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