Dual pilot
10 hours daily flight time constitutes a flight period.
45 hours in any 7 consecutive day period.
120 hours in any 28 consecutive day period.
1,200 hours in any 365 consecutive day period.
5.6.4  Maximum duty & minimum rest times: 
Rest:  A minimum of 10 Hours of consecutive rest available following a flight period, however this may not be sufficient after considering workload, roster schedules and duty start times. Notwithstanding an appropriate rest period will be established for all operations with guidance from the NAA and/or OGP Member’s Aviation Advisors 
Duty:  14 hour duty day includes: flight planning, pre-flight, flight time, post flight, completion of any associated maintenance or paperwork, any “non local” travel time, and commences when the pilot reports for duty and ends when is no longer on duty. 
5.6.5  Rest for rotating crews 

Crews on rotating assignments that arrive following prolonged travel flights should not, on arrival at their base of operations, be scheduled for duty on OGP Member’s flights until the requirements detailed in paragraph 5.6.4. have been met. Aviation Advisors should be consulted to review these requirements.

5.6.6 Night standby duty
Night stand-by duty may require additional pilots to be made available. The principles to be observed are:
. 
The requirements of the regulatory authority in terms of flight and duty limitations must be met.

. 
The maximum FDP/Flying Hours specified must be observed.

. 
After a day duty period, each pilot should not normally have less than 12 hours rest.

.  If the pilots nominated for night standby duty (at their place of rest) are not used for such, then they may be considered available for duty on the following day period. Otherwise, they will normally be due for 12 hours rest before recommencing duty.

5.7  Offshore helicopter life jackets & aircraft homing devices
Crew life jackets should be of constant-wear type, fitted with a homing device transmitting on the appropriate international and/or national aeronautical distress frequencies in areas where suitable air and/or sea-borne homing equipment is available to Search & Rescue Services. In areas where such services are unreliable or nonexistent, management should consider the provision of homing equipment in contract aircraft. Such a decision should be taken in the context of the Aviation Safety Case.
5.8  Rotors Running Refuelling (RRRF)/helicopter rapid refuelling
Rotors running refuelling may be authorised for both on and offshore operations. However, local management should be aware of the additional risks involved and seek the OGP Member’s Aviation Advisor advice, giving sufficient notice for comment or to render practical assistance.
If it is an operational requirement to carry out rotors running refuelling the operator shall ensure that there are written procedures and stipulate that all staff involved have formal training. The risks may be further minimised by using pressure (closed system) refuelling.
More detailed guidance is provided in Section 7.5 of this guide.

5.9  Crane-helicopter operational procedures
When helicopters are approaching, manoeuvring, taking off or running on the helideck, cranes are to be shut down, with the crane operator vacating the cab.

5.10  Radio silence – perforating operations
5.10.1 Nature of hazard
To enable explosive operations to proceed safely and reduce disruption to other operations, it is essential to identify and minimise all significant potential sources of stray currents and voltages. This comprises perforating, sidewall sampling, formation interval testing, explosive cutting and explosive backing off.

5.10.2 Radio silence
Radio Silence not limited to telecommunications, but extended to cover all precautions taken to reduce or eliminate potential sources of stray currents and radio induced voltages.
　
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