Workers on the platform where those involved in the North Sea helicopter crash worked were given a briefing on the safety of Super Puma helicopters – days before the fatal accident.
During the talk, by bosses from oil company Total and helicopter operators CHC, some workers on the Borgsten Dolphin rig spoke of their fear of getting on board the Super Puma EC225s, which were going back into operation after being grounded following two ditchings last year.
In a recording of the talk, obtained by the Press and Journal, a Total manager was heard telling workers that if they could not live with the risk of flying in helicopters, they should not be working offshore.
A union boss last night hit out at the “insensitive” nature of the comments.
But a Total spokesman said the firm stood by what was said in the safety briefing.
The helicopter in Friday’s crash, which involved a Super Puma AS332 L2 model, was taking workers from the Borgsten Dolphin platform to Sumburgh Airport when it plunged into the sea two miles from shore.
Four workers died in the crash – Sarah Darnley, 45, from Elgin, Gary McCrossan, 59, from Inverness, Duncan Munro, 46, from Bishop Auckland, and George Alison, 57, from Winchester.
The briefing on the same rig was held just two weeks earlier, on August 8, by CHC’s chief pilot, Will Hanekom, and senior management from Total, including head of logistics Christophe Barbier. During the talk, concerned workers were reassured about the safety of the EC225.
One worker asked: “What would be the policy if we refused to board one because we were in fear of our lives?”
A Total boss replied: “I am hoping we won’t get there. I hope we get to the point where we have information so you say, ‘I understand there was a problem, but I understand that the gearbox is now safe’.”
The worker said that everyone he had spoken to said they did not want to get on a Super Puma.
Mr Hanekom replied: “But every man you have spoken to hasn’t heard what I had to say. Five months ago every pilot would not have flown this helicopter.
“The union was up at war, we were threatening all kinds of action. But now we know this, our story has changed.”
When asked if the industry chiefs could guarantee 100% safety, Mr Barbier said: “You can never say never.”
Another Total boss added: “So, in other words, it makes no difference whether you can on EC225, an L2 an S92 or any other helicopter. You’re taking the same risk. If you can’t live with that risk then you can’t work offshore.”
Regional officer for Unite union Tommy Campbell said the comments were “shocking”. He said: “That is no way to speak to any workers that are raising concerns.
“It’s now for the company’s staff to explain why they made such a statement.”
A Total spokesman said the firm stood by what was said in the safety briefing.
He said: “We’re talking about a different model of helicopter and we don’t yet know what caused this tragic accident on Friday.
“Regarding the problem that led to the suspension of the Super Puma EC225, we don’t know that there are any parallels at all with this accident. We stand by what we said about the 225 at the briefing because that was best information available at the time from experts and those responsible for regulating flights.”
He added that the safety briefing on the Borgsten Dolphin was part of programme to speak to workers on all Total installations as the suspended Super Puma EC225 was returned to service.
He said: “Total management visited all its offshore installations to speak to the workforce to explain what was being proposed and listen to their issues.”
A CHC spokeswoman said: “As part of the process for returning the EC225s to service, the helicopter operators and their customers organised a series of briefings with the offshore workforce. These were part of an industry-wide effort to inform workers about the investigations and work carried out and the subsequent rigorous process followed in ensuring the safety of the EC225 prior to its re-introduction into the North Sea.
“The pilot in this instance is referring to the EC225. All our pilots are passionate about their jobs and have faith and confidence in the aircraft they fly.
“We cannot confirm if any of the passengers in Friday’s incident were present at these briefings.”
Extracts from the Q&A
Q “We’re getting by at the minute, with the choppers we are using. Why not wait until the new shafts are ready, then everybody is confident? Why not keep them off till then?”
A “The new shaft is as safe as the one that is coming. But it is a much more expedient way to get you guys to work.”
Q “What would be the policy if we refused to board one because we were in fear of our lives?
A “I am hoping we won’t get there. I hope we get to the point where we have information so you say, ‘I understand there was a problem. But I understand that the gearbox is now safe’. If there is anyone here who genuinely feels they don’t want to get on one…”
Q “Every man I have spoken to says they don’t want to get on one.”
A “But every man you have spoken to you hasn’t heard what I had to say. Five months ago every pilot would not have flown this helicopter. But now we know this, our story has changed.”
Q “I don’t believe how you can guarantee, when I say, ‘could that fail before it gets us to somewhere safe?’ I can’t see how you can guarantee that 100%.”
A “There’s no way to answer that other than to say it can. It’s certified by trained engineers.”
Q “You can never say never.”
A “So in other words it makes no difference whether you can on EC225, an L2 an S92 or any other helicopter. You’re taking the same risk.
“If you can’t live with that risk then you can’t work offshore.”
Q “If you point-blank refuse, what happens? Is it just, ‘tough’. Is it, ‘get on with it or you’re gone?’.”
A “Before Total jump in, I have to say how else are we going to get there? It is what we do.
“At some point we have to put our big-boy pants on and say either we believe, either what I am telling you is the truth and I’m willing to sit in the front and risk my family and everything that I have got, it goes both ways.
“If you don’t, well, I wouldn’t force any of my pilots to fly if they didn’t want to. They all have a choice.”
Q “Have any of them refused?”
A “It’s quite the opposite actually, it’s a huge fight in our office to see who gets to fly first. So much that it’s now a seniority list to determine who goes next.
“No pilot in his right mind would fly something he didn’t think it was safe, you don’t fly them at 99% safe. It has to be right all the way.
“I’m not asking you to follow me into battle, but I am asking you to do something I do 80 hours a month. I fully sympathise with your trepidation. But it is incredible what you can get used to.”
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